Report Pag. 1/217

Project Acronym e-MOTICON

Project Title e-MObility Transnational strategy for an Interoperable COmmunity and Networking in the Alpine Space

Project Number 413

Work Package WPT 2 – Strategy

Deliverable D.T2.3.1 – e-MOTICON Regional Action Plans

Version 0.1/17. 1. 2019

Status Final – January 2019

Authors Cristina Cavicchioli, Ricerca sul Sistema Energetico - RSE S.p.A. Tjaša Maurič, Mateja Kutin, Posoški razvojni center and Goriška lokalna energetska agencija, Nova Gorica, external expert. Blanka Odlazek, BSC, poslovno podporni center, d.o.o., , RRA Gorenjske

European Regional Development Fund

Report Pag. 2/217 Table of content

Foreword ...... 8 1 INTRODUCTION ...... 8 1.1 Objective of this report ...... 8 1.2 What are the RAPs for? ...... 9 1.3 What are the RAP target groups? ...... 9 1.4 RAP’s Guiding Principles ...... 9 1.5 Intervention lines ...... 9 1.5.1 General: KPI for monitoring, evaluation, communication ...... 10 1.6 Methodology ...... 10 1.6.1 State of the art analysis ...... 10 1.6.1.1 Link with the main policies in the Alpine Space ...... 10 1.6.1.2 E-CS infrastructures in Alpine Space area ...... 11 1.6.2 E-MOTICON strategy and pillars ...... 12 1.6.3 Pilot Action experiences ...... 13 1.6.3.1 Role and goals of the pilots ...... 13 1.6.3.2 Short description of the e-MOTICON pilots ...... 14 1.6.4 A tool to Increase Consciousness of the Territories on their Potentialities: the Local SWOT Analysis ...... 15 1.6.4.1 How e-MOTICON approach to local SWOT ...... 16 1.6.5 A tool to gain the objectives: Action ...... 18 1.7 Coherences ...... 18 1.7.1 Coherences with other competent authorities policies ...... 18 1.7.1.1 Coherences with European rules and vision on transport, energy & environment ...... 18 1.7.1.2 Coherence of e-MOTICON strategy with the European Framework ...... 21 1.7.2 Coherences with other organisations ...... 26 1.8 Coherence with supra regional policies ...... 27 1.9 The synergy of the 5 RAP of e-MOTICON Project ...... 28 2 THE SLOVENIAN NATIONAL CONXEST ...... 30 2.1 National State-of-art ...... 30 2.2 National main Policies ...... 31 2.3 National main actions (related to e-MOTICON challenge) ...... 34 3 GORENJSKA REGIONAL ACTION PLAN ...... 39 3.1 Identification of Region Gorenjska target groups ...... 39 3.2 Description of the area of intervention ...... 40 3.2.1 The territory and the morphological aspects ...... 40 3.2.2 Demografic features ...... 41 3.2.3 Economic features ...... 41 3.2.4 Territory description ...... 41 3.2.5 Infrastructure features...... 42 3.2.6 Mobility Analysis: modal split / average daily travel / desired lines grid for systematic mobility ...... 46 3.2.6.1 ...... 46 3.2.6.2 ...... 46 3.2.6.3 Cerklje na Gorenjskem ...... 47 3.2.6.4 Gorje ...... 48 European Regional Development Fund

Report Pag. 3/217 3.2.6.5 Gorenja vas - Poljane ...... 48 3.2.6.6 Jezersko ...... 49 3.2.6.7 ...... 49 3.2.6.8 ...... 50 3.2.6.9 Kranj ...... 50 3.2.6.10 Naklo ...... 51 3.2.6.11 Preddvor ...... 51 3.2.6.12 Radovljica ...... 52 3.2.6.13 Šenčur ...... 52 3.2.6.14 Škofja Loka ...... 53 3.2.6.15 Tržič ...... 53 3.2.6.16 Železniki ...... 54 3.2.6.17 Žiri ...... 55 3.2.6.18 Žirovnica ...... 55 3.2.7 Energy: Production of electricity, renewable, non-renewable and electric balance ...... 58 3.2.8 Air Quality ...... 61 3.2.9 Turism ...... 62 3.3 Electro mobility description ...... 65 3.3.1 SWOT analysis ...... 66 3.3.1.1 Strenghts ...... 67 3.3.1.2 Weaknesses ...... 68 3.3.1.3 Opportunities ...... 69 3.3.1.4 Threats ...... 70 3.3.2 Comments on SWOT ...... 71 3.4 Review of other competent authorities’ policies and other organization ...... 74 3.5 Regional vision, area of intervention and objectives ...... 76 3.5.1 Regional Vision ...... 76 3.5.2 Regional plans & roles ...... 77 3.5.3 The route: areas of intervention ...... 77 3.5.4 Local RAP’s objectives ...... 79 3.6 RAP actions ...... 81 3.6.1 Action list ...... 81 3.6.2 Action prioritization ...... 82 3.6.2.1 MCA methodology ...... 82 3.6.2.2 Methodology for Priority Action Definition ...... 83 3.6.2.3 Ranking ...... 85 3.6.3 Action List with prioritization index ...... 88 3.6.4 Action table ...... 91 3.7 Coherence of the RAP with other competent authorities' policies and other organization ...... 91 3.8 Monitoring and assessment system ...... 92 3.9 Implementation & reporting ...... 94 3.10 Communication strategy ...... 95 3.10.1 Main regional, national and other stakeholders ...... 95 3.10.2 Measurable communications objectives with evaluation ...... 95 3.10.3 Promoting e-mobility, raising awareness and changing behaviours ...... 95 3.10.2 Facilitating implementation of e-mobility and infrastructure ...... 96 3.10.3 Acquiring resources – human and financial ...... 97 3.10.4 Relevant audiences and available channels ...... 98 3.10.5 A plan of activities and a timetable ...... 98 3.10.6 Communication risks and mitigation ...... 99 3.10.7 Resources – financial and people in general ...... 99

European Regional Development Fund

Report Pag. 4/217 3.11 Conclusion of local RAP ...... 100 4 The Goriška Regional Action Plan ...... 102 4.1 Identification of Goriška Region target group ...... 102 4.2 Description of the area/regional of intervention ...... 103 4.3 Electro mobility description by means of selected KPI ...... 121 4.3.1 Electric charging stations ...... 121 4.3.2 Electric vehicles ...... 124 4.3.3 Car-sharing ...... 125 4.4 Local SWOT Analysis Results ...... 125 4.4.1 Strenghts ...... 125 4.4.2 Weaknesses ...... 126 4.4.3 Opportunities ...... 126 4.4.4 Threats ...... 126 4.4.5 Comments on SWOT ...... 130 4.5 Review of other competent authorities’ policies and other organization ...... 130 4.5.1 Local energy concept...... 130 4.5.2 Sustainable Urban Mobility Plans ...... 131 4.6 Regional vision, area of intervention and objectives ...... 133 4.6.1 Regional Vision ...... 133 4.6.2 Regional Plans & roles ...... 133 4.6.3 The route: Areas of Intervention ...... 134 4.6.4 Local RAP’s Objectives ...... 135 4.7 RAP Actions ...... 136 4.7.1 Action List ...... 136 4.7.2 Action List with prioritization index ...... 139 4.8 Coherence of the RAP with other competent authorities’ policies and other organization ...... 140 4.9 Monitoring and Assessment system ...... 140 4.10 Implementation & Reporting ...... 141 4.11 Communication Strategy ...... 141 5 SOURCES ...... 143 6 APPENDIX ...... 148 Appendix 6: Domestic arrivals and tourist overnight stays by: country, municipality, measure, month (Gorenjska Region) ...... 190 Appendix 7: Arrivals and tourist overnight stays from abroad by: municipality, country, measurement, and months (Gorenjska Region) ...... 191 Glossary ...... 217

European Regional Development Fund

Report Pag. 5/217 Table of tables

Table 1: Final SWOT topics definition ...... 17 Table 2: Supra regional pillars ...... 27 Table 3: The state of play of road connection in in 2017 ...... 43 Table 4: Density of the public road network [km to km2] in Gorenjska: ...... 44 Table 5: The number of vehicles in 2017 by type and municipality ...... 56 Table 6: Average measures of emissions by euro standard, personal vehicles (HBEFA methodology) ...... 57 Table 7: Planned long-term interruptions in 2017 ...... 60 Table 8: Number of the no. of access of PM10 particles in the main SI measuring locations in 2017...... 61 Table 9: Exceeding the ozone warning limit values in 2017 ...... 62 Table 10: number of tourists arriving to Slovenia by country of origin in 2017 ...... 64 Table 11: SWOT ...... 66 Table 12: Municipal strategic policies on e-mobility by 2018...... 74 Table 13: Areas of intervention ...... 77 Table 14: Strategic objectives ...... 80 Table 15: Synthesis table of strategic actions for Gorenjska Region ...... 81 Table 16: Priority action definition score...... 84 Table 17: KPI description and weight ...... 84 Table 18: Ranking table ...... 85 Table 18a: Ranking ...... 86 Table 19: Action List with prioritization index...... 89 Table 20: Coherence matrix between actions and local policies ...... 91 Table 21: Monitoring and assessment template...... 92 Table 22: Identified promotional actions and actors ...... 96 Table 23: Identified promotional actions and actors ...... 97 Table 24: Identified promotional actions and actors promoting by utilizing financial and human resources...... 98 Table 25: planning promotional activities for Action plan, example ...... 99 Table 26: The basic economic data and indicators for Goriška region in 2016 ...... 106 Table 27: Road vehicles at the end of the year according to the statistical region, annually ...... 113 Table 28: Electricity (GWh), Slovenia, annually ...... 113 Table 29: Average annual air pollutant levels (Cp), number of exceedances of limit values (> LV), target values (> TV) and alert values (> AV) and AOT40 for ozone in 2016 for Nova Gorica ...... 116 Table 30: Pollution classes with associated indicator ...... 117 Table 31: List of E-CSs in Goriška region (August 2018) ...... 122 Table 32: Required number of public charging stations by types of alternative fuels in 2017 and 2020 ...... 124 Table 33: Passenger cars, buses and lorries and the first registration of these vehicles by propulsion and fuel, Slovenia, annually ...... 124 Table 34: Overview of prepared LEKs by municipalities with an indication of the year of preparation ...... 131 Table 35: Areas of intervention ...... 134 Table 36: Strategic objectives ...... 135 Table 37: Synthesis table of strategic actions for Goriška Region ...... 136 Table 38: Key activities for acceleration of e-mobility development in Goriška Region ...... 138 Table 39: Action List with prioritization index...... 139 Table 40: Indicators for monitoring the implementation of the activity ...... 140

European Regional Development Fund

Report Pag. 6/217 Table of figures and charts

Figure 1: e-MOTICON local SWOT topics survey – average values ...... 17 Figure 2: TEN-T The Core Network Corridors ...... 21 Figure 3: Alpine region ...... 24 Figure 4: Regions of Slovenia; Source: Portal Medicus ...... 40 Figure 5: Municipalities of Gorenjska region ...... 42 Figure 6: Main highway to AT ...... 43 Figure 7: Main highway connection to IT...... 43 Figure 8: A2 conecting Gorenjska with and AT and IT ...... 43 Figure 9: Slovenian railway connections: Map of Slovenian rail network ...... 45 Figure 10: Rail connections ...... 45 Figure 11: Contribution of the transport sector to total emissions of the main air pollutants in Europe ...... 54 Figure 12: Map, Traffic load 2016, area of Gorenjska ...... 57 Figure 13: Map, Overview of counting points Directorate of the Republic of Slovenia for Infrastructure 2016, area of Gorenjska ...... 58 Figure 14: Areas of operation electro distributing companies in Slovenia...... 58 Figure 15: The maximum peak demands over the years of 2015 to 2017 ...... 59 Figure 16: Tourist more visited places in Gorenjska, 2018 ...... 63 Figure 17: Three impact criteria ...... 86 Figure 18: Goriška statistical region ...... 103 Figure 19: Relief of Goriška region ...... 104 Figure 20: Share of population (blue) and surface area (violet) of statistical regions of Slovenia in 2016 ...... 105 Figure 21: Population density (number of inhabitants per km2) ...... 106 Figure 22: Road network in Goriška region ...... 109 Figure 23: Overview of counting points in northern part of Goriška region ...... 110 Figure 24: Overview of counting points in southern part of Goriška region ...... 111 Figure 25: Traffic map of the Goriška region, average annual traffic for 2016 ...... 112 Chart 1: Electricity (GWh), Slovenia, annually ...... 113 Chart 2: Energy consumption in Slovenia ...... 114 Figure 26: Indication of the level of air pollution with indicators ...... 117 Figure 27: Display of the average daily particle level of PM10 [μg/m3] ...... 118 Figure 28: Tourist map of Goriška region...... 119 Figure 29: Map of charging stations in Goriška region ...... 121

European Regional Development Fund

Report Pag. 7/217 Table of appendix

Appendix 1: Gorenjska region Action tables ...... 148 Appendix 2: Prioritization index (Gorenjska Region) ...... 173 Appendix 3: Goriška Region action tables...... 174 Appendix 4: E-CS set-ups by location, specification, owner, operator in Gorenjska Region, 2018 ...... 181 Appendix 5: Arrivals and tourists night stays by: country, municipality, measurements and months (Gorenjska region) ...... 189 Appendix 6: Domestic arrivals and tourist overnight stays by: country, municipality, measure, month (Gorenjska Region) ...... 190 Appendix 7: Arrivals and tourist overnight stays from abroad by: municipality, country, measurement, and months (Gorenjska Region) ...... 191

European Regional Development Fund

Report Pag. 8/217 FOREWORD

Low and inhomogeneous deployment of electro mobility (e-mobility) characterises Alpine Space (AS). The count of electric charging stations (E-CS) varies from 15 to 235 E-CS per M inhabitants whereas e-vehicles’(EV) number varies from 70 to 470 per M inhabitants. One reason for the inadequate diffusion is low interoperability of E-CS often due to the limited integration of planning instruments used by Public Administrations (PA) and their lack of knowledge in technological innovation and business modelling. If at all, PAs address the issue in an isolated way and leave the investments to private non-coordinated initiatives; therefore there is a need of regional administrations’ capacity building and integrated transnational approach. e-MOTICON brings together 15 partners from 5 countries, involving 40 observers and 8 endorsements from each programme area and Switzerland, including managing authorities, regional bodies, research centres and private investors. The partnership aims to support PAs in ensuring homogeneous development of e-mobility, deploying an innovative transnational strategy of integration among spatial planning, innovative business models and technologies, sustainable mobility patterns, energy efficiency instruments and policies enabling large diffusion of E-CS and wider interoperability. After the analysis of policies, business models and technological solutions, e-MOTICON delivers a White book on innovative E-CS planning to respect e- mobility requirements in AS transnational strategy and Regional Action Plans. It provides a toolset to anticipate E-CS network requirements and test it in 3 joint pilot actions. A transnational community involves PAs and representatives of the e-mobility industrial sector, research centres, regional agencies, end users (residents & tourists) and public transport agencies to improve PAs capacity on E-CS planning, cooperation, increase knowledge and enhance consensus.

1 INTRODUCTION

e-MOTICON project support the realization of RAPs in order to support and adapt to local needs on the subject to enhance the public administration capabilities in building an interoperable infrastructure for charging electric vehicle in the Alpine Space, coordinating and using the DIFA1 transposition in the different countries. The proposed action are coherent with EU policies, Alpine Space area policies (EUSALP, EUREGIO, Montraf! objectives) for a common long-term vision for a sustainable transport system for the Alpine Space. The common short- and mid-term targets defined in the strategy, as common target to reach are translated into actions that are listed and ranked, as a development path. The proposed measures, that support these targets, will lead to a more harmonised transport system, including the use of new steering instruments. Moreover the RAPs will live over the project lifetime, remaining as a living document that can be used to continue the path towards the long term objectives.

1.1 Objective of this report e-MOTICON project developed 5 Regional Action Plans for each of the 5 countries (, France, Germany, , Slovenia). The main objectives of the RAP are to give a common strategy in all the different areas to enhance the public administration capabilities in building an interoperable infrastructure (E-CS) for charging electric vehicle (EV) in the Alpine Space, considering that low and inhomogeneous deployment of electro mobility (e-mobility) characterises Alpine Space (AS). One reason for the inadequate diffusion is low interoperability of E-CS often due to the limited integration of planning instruments used by Public Administrations (PA) and their lack of knowledge in technological innovation and business modelling. If at all, PAs address the issue in an isolated way and leave the investments to private non-coordinated initiatives; therefore there is a need of regional administrations’ capacity building and integrated transnational approach.

1 Directive 2014/94/EU of the European parliament and of the council: https://eur-lex.europa.eu/legal- content/en/TXT/?uri=CELEX%3A32014L0094 European Regional Development Fund

Report Pag. 9/217 1.2 What are the RAPs for? e-MOTICON Regional Action Plan are intended to  help in defining coherent actions to gain common objectives (LT & M/LT) for the Alpine Space Area  help to implement a common Alpine Space Strategy (e-MOTICON Strategy) at Regional/Local level  support the transportation choices of Public Administrators to: o make and move more people via e-mobility o implementing interoperable E-CS. o increase mobility options, o improve safety, o address climate change, o improve public health, o create more eco-friendly accessibility to fragile ecosystem areas.

1.3 What are the RAP target groups? e-MOTICON RAP’s target groups are mainly represented by the regional (or local, depending on National rules) Public Administrations involved in planning and supporting the deployment of infrastructure networks for charging electric vehicles.

1.4 RAP’s Guiding Principles The main guiding principles for the RAPs are represented by: • Environmental & energy goals achievement (at EU, national level, local measurements), • Transport policies should be managed along the environmental capacities of the sensitive mountain areas and should not put at risk the health of citizens, • Look for a sustainable transport system: o LCA2 approach to assess the environmental value of transport system/solution, o Externalities methodology for measuring impact of transport solution/system, o mobility with less externalities (as e-Mobility) could be locally advantaged because its minor impact on health & environment, • Public participation and stakeholder involvement: to create awareness about the problem and ensure a sense of public ownership in order to build support for relevant measures, • Integration: an interoperable E-CS network is an integral part of the mobility environmental energetic policies for European countries and the whole EU, • E-CS planning should be closely linked to spatial planning and economic promotion policies to better meet mobility demands in passenger and freight transport to ensure regional development, • Sustainable consumption and production: the use of goods and services that respond to basic needs and bring a better quality of life, while minimising the use of natural resources, toxic materials and emissions of waste and pollutants over the life cycle, • Best available knowledge and socioeconomic effectiveness: actions and operational targets should be based on available knowledge and take into account the social and economic costs of pollution compared to the cost and benefits of proposed measures.

1.5 Intervention lines The main intervention lines are represented by:  enhance the public administration capabilities in building an interoperable infrastructure for charging electric vehicle in the Alpine Space,

2 Life Cycle Assessment – JRC "ILCD Handbook. General guide for Life Cycle Assessment: detailed guidance", EUR24708 EN (2010). European Regional Development Fund

Report Pag. 10/217  support local public administration in fulfil health and environmental goals,  contribute to a shared policy that involves the contribution of investors and operators.

1.5.1 General: KPI for monitoring, evaluation, communication The proposed methodology suggests a list of action that will be ranked according local need and vocation. The actions will be described through use of a list of KPIs3 (Key Performance Indicator). This approach imply a deep analysis to understand both the present state of the art and what is relevant, moreover it focus on key activities, associated with the selection of performance indicators. The use of KPI will:  assure a simple monitoring of the effect of the actions,  gives feedback for its evaluation along the time,  Gives a simple scheme on which develop a communication/information strategy, supporting a governance model in which administrators and general public can easily understand action goals, costs, progression.

The use of KPI will also support a prioritization actions based on MultiCriteriaAnalysis4 (MCA), that will be proposed in the following chapters. The ranking among actions considers contribution of many features, as action impact, costs and duration.

1.6 Methodology e-MOTICON suggests Regional Action Plans to Public Authorities with a transnational approach, coherent with supra regional policies and plans, on the theme of deploying an interoperable infrastructure for electric vehicles. This work is done on a solid review of the existing situation (State of the Art). The RAP proposes also some action for reaching short, medium and long term objectives. These actions derives also from the Pilot Action experiences (actions with a strong transnational feature) designed in order to check solution on main open questions.

The scenario analysis of each Alpine Space region has revealed a remarkable diversity of approaches in terms of promotion and development of e-mobility. Analysis made in e-MOTICON project itself and in other AS project (e.g iMONITRAF!) are able to provide a broad overview on existing policies, on its background and actions

1.6.1 State of the art analysis In general, all the e-MOTICON area of interest has implemented both regulatory and market-based measures. Most regions use restrictive regulatory ones about traffic with exemptions from bans or from parking payment for e- mobility. Financial measures are considered in addition or in substitution to the previous ones; market-based approaches can be found through subsidies for vehicles purchasing, charging infrastructure installation and subscriptions. The following figure provides an overview of measures taken by different regions involved in the e- MOTICON project and shows their implementation at each level.

1.6.1.1 Link with the main policies in the Alpine Space All countries involved in the e-MOTICON project have implemented policies of support for the conversion from traditional mobility (based on ice) towards e-mobility. Countries as Germany have so far implemented an approach based primarily on the application of measures of legislative and regulatory nature. Italy and have, with different levels, implemented more market shares. The distinct national structuring in terms of government and expertise is able to impact strongly in the kind and in the “magnitude” of measure adopting. Federal governments such as Austria and Switzerland are characterized by many local variables that differ considerably territories also sparsely far apart.

3 A Key Performance Indicator is a measurable value that demonstrates how effectively the process is achieving key objectives. 4 MultiCriteria Analysis explicitly evaluates multiple conflicting criteria in decision making European Regional Development Fund

Report Pag. 11/217 Actions on information, monitoring and awareness include specific measures can be defined as being a potentially flexible base and a support for further measures. These actions may include monitoring e.g. type and amount of traffic e-vehicles flows, service state of E-CS and real time information for customers that have to adopt a suitable behavior. Awareness campaigns are important to raise awareness and connect the Alpine transport policy with users. The following table provides a description adopted by some regional authorities in those terms. Measures for reducing negative impacts of traffic and sustainable mobility promotion are intended to limit the negative environmental impacts of existing Alpine traffic volumes. They generally have an indirect impact on e- mobility, as all measures of this package of policies typically reduce the attractiveness of the conventional type transport (i.e. ice-vehicles). These policies include permanent measures as well as emergency measures to tackle air pollution peaks. Permanent measures include various types of bans which are aimed at different objectives of sustainable transport in the Alpine Space area. For example, the bans related to highly polluting vehicles (from which e-mobility is exempt) can be seen as a reference measure to reduce air pollution. To avoid atmospheric pollution peaks, this policy also includes more targeted interventions that enter into force only when the air pollution exceeds or is approaching the limit values. In the following table are presented the permanent measures taken by some Alpine Space regions in order to deal with this aspect. Moreover the tourism phenomenon in the Alpine area has been exploited over the years by some local authorities to develop and promote “clean” mobility solutions, including e-mobility, have been implemented over the years. Direct services to mountain resorts or luggage transport are services that meet the e-mobility characteristics. In this context some regions included in the e-MOTICON project has made use of their good accessibility e.g. along the European traffic corridors, adding measures for tourists related to sustainable and e-mobility. The use and the promotion of charging infrastructure could alleviate the negative impacts caused by the presence of conventional vehicles in high natural value areas.

1.6.1.2 E-CS infrastructures in Alpine Space area The E-CS network within the Alpine Space area is characterized by considerable variability, often caused by different territorial planning both at local and national level. This situation has not so far led to the creation of a single E-CS collection platform inside the whole area; on the other hand, this phenomenon is also prevented by a constant and rapid extension of locally developed E-CS networks and a continuous renewal of existing infrastructures. At the moment it can be considered over 10,500 public charging points within the Alpine Space area. Concerning the evolution of charging networks, there is a strong presence of E-CS characterized by charging power less than or equal to 22 kW (about 50% of the whole sample), characterized for 86.8% by 22 kW – type 2 – plugs (common in Germany, Austria and Slovenia) and from 13.2% by 3 kW ones (mostly common in France and Italy). These data doesn’t consider the Swiss case, whose data are not directly verifiable, characterized by various types of non-standard plugs. In any case estimations (on projections from LEMnet website) relating to the Swiss Confederation indicate a presence of 650 22 kW – type 2 – E-CS among on a whole number of 3460 ones (about 18.7%). Given the 54 major players in the Alpine Space area, more than an half is closely involved in energy activities, in particular in Germany, Slovenia and France. Nevertheless, normally the E-CS operators are mostly influenced in installation planning of the charging infrastructure by logistical causes and customer requests. These phenomena lead them mainly to not care the electrical aspects such as positioning of the infrastructure (e.g. considering the e-network topology) and its impact in terms of required power. Besides the installation of the infrastructure, the E-CS operators are commonly involved in the infrastructure operation, excepting some cases like the simple charging device owned by privates, companies, local authorities or even third parties. In any case the activities that involve the majority of the E-CS operators (48 of 54) consist in services provision, including management of web platforms that allow the operation of charging points, the commercial phase of the charging service, the provision of energy services (usually related to energy suppliers) related, consulting activities on behalf of municipalities and companies who want to build a charging network, providing access for charge cards at the E-CS and, finally, the management of electric vehicle fleets. IT support actions are often related to the previous ones; this kind of activity considers tools management such as web sites, smartphone applications, access management server for recharging systems (through RFID cards, prepaid European Regional Development Fund

Report Pag. 12/217 cards, keys, etc.) and maps of the charging network with information on the technical aspects as well as those on the operating status. Some E-CS operators have been joined their force to feed a common European web platform (provided in the LEMnet site, in the following figure) able to provide E-CS current place and service state. Currently, the regions involved in e-MOTICON project are characterized by different situations relating to E-CS infrastructure. Considering the main European corridors TEN-T and the international E-road network, new e- infrastructures are currently present, under construction or under discussion. The significant traffic flows related to major alpine corridors and tunnels may represent an enormous potentiality for a firstly strong implementation of E-CS in the Alpine Space area. The following table provides an overall vision for the corridor on the existing infrastructure in order of type and placing.

1.6.2 E-MOTICON strategy and pillars e-Moticon objectives: the project aims to “contribute to the homogeneous diffusion of Electric Mobility throughout the Alpine Space, providing a transnational strategy for seamless use of electric vehicles and charging spots with an integrated approach supported by PAs”.

In e-MOTICON Project the term “visions” refers to two different items:  A long-term vision, which indicates what is expected to be the future of e-mobility in the next 15–20 years. This includes the evolution of both technical aspects, users’ needs & behaviors and PAs role, activities & organization;  A project-term vision, which indicates what is wanted to be the future of e-mobility in the Alpine Space in the next 3 years. Strongly related to e-MOTICON objectives (which should cover, at least, a relevant part of the vision). The Strategic Vision is based on the following main features:  Public Authorities are a key actor to lead the infrastructure development,  The Alpine Space is made of different realities, from Metropolitan Areas to isolated rural/mountain areas. The optimal solutions for transport are multiple: o Local Public Transport in urban, peri-urban and congested areas, o Rails for freight and passenger transport especially for long-range and cross-country trips, o Low emissions private transport for small cities, towns and mountain communities,  Technologic solutions are ready and mostly available. It’s now important to choose common solutions, set up common rules and respect them,  Goals can be reached according to a “priority approach”,  A set of few, focused and coordinated actions would be sufficient to reach the goals,  Communication, education and training are sometime more important than technical aspects.

Six strategic Pillars are defined in order to approach the Strategic Vision, and fulfill the strategic objectives: #1—DEFINE THE BEST POSSIBLE ROLES OF PAs: within the Alpine Space, Public Authorities play many different roles with regards to charging infrastructure deployment. Choices of PAs can depend on many aspects and can find expression in many different actions. The relevance of PA on two main aspects is crucial: its commitment towards e-mobility and its availability of money for the charging infrastructure. #2—SET SUPRA-REGIONAL COMMON MINIMUM RULES ON INFRASTRUCTURE: setting supra-regional common minimum rules permits PAs should facilitatethe deployment of a trnsnational charging infrastructure. #3—IMPROVE THE INFRASTRUCTURE: it has to be noticed that the diffusion of charging points is not homogenous around the Alpine Space and that relevant differences exist, both from one country to another and from different areas in the same country. This leads to the existence of areas with a high density of charging points (mainly urban and metropolitan areas) but, at the same time, to the existence of completely unequipped areas, especially in rural and mountain areas of some countries. In order to let EV drivers easily travel along the Alpine Space, it is mandatory to cover “black areas” as soon as possible. These parts of European Regional Development Fund

Report Pag. 13/217 territory often represent “market failure” areas, where the number of charging events could unlikely create interesting revenues for the service provider. Despite of that, it is due of the Public Authority to provide EV charging as a “public service”, in order to let anybody travel in the whole regional territory without any limits and to allow accessibility also to rural and mountains area, often linked to touristic attractions (, wellness, lake sailing, trekking, hiking …). #4—ADOPT AN INTEGRATED, SUPRA-REGIONAL MAPPING TOOL: The need to find a charging station is a common issue for any EV driver. Nowadays, different solutions are co-existing for this purpose; each of them still often doesn’t represent the perfect answer, as they commonly include only a partial representation of the complete infrastructure or partial/not verified information. Moreover a transnational approach is strongly needed: EV users nowadays have to adopt and compare different instruments. e- MOTICON partners agree on the need for a more structured solution, in order to let the drivers have a sure and reliable source of information for the whole area. They suggest this issue have to be solved by realizing National official databases for publicly accessible EV recharging points. This database should provide EV drivers with the location of the charging points, and possibly indicate whether they are free or occupied, out of order, or momentarily not accessible, for each country in the Alpine Space. These databases already exist in some European countries, while are still missing or under development in many other. Once National official databases are available and reliable data are accessible to third parties, it will be a natural consequence to aggregate them into a “transnational map”. #5—EMPOWER COMMUNICATION AMONG PUBLIC AUTHORITIES and OTHER STAKEHOLDERS: in order to create a favourable and homogenous environment for e-mobility development, there is a strong need of communication and coordination among them. The scope of this communication is to commonly identify minimum technical requirements for the infrastructure among different Regions, share knowledge and information about e-mobility, spread knowledge. #6—GUARANTEE SYNERGY AMONG PRIVATE AND PUBLIC TRANSPORT: Because of private transport still represents the biggest component of urban traffic, it is therefore a crucial aspect on which to intervene through more sustainable solutions as e-mobility. Nevertheless, it has to be taken into serious consideration that local public transport (LPT), especially within metropolitan areas, is one of the most effective modal solution and that a sensible shift from private to public transport would have a very effective impact on sustainability of urban mobility.

1.6.3 Pilot Action experiences The e-MOTICON Pilot Actions are intended to test and assess measures to enable stakeholders to contribute to building an international interoperable E-CS network in the long term in alignment with common strategies and objectives.

The pilot actions strive to test measures which specifically appeal to the before mentioned target groups and help them to engage successfully in the development of an interoperable E-CS system empowering them in the long run to identify and carry out actions which will help trigger the aspired growth of the E-CS network in accordance with national and international strategies and specific goals.

1.6.3.1 Role and goals of the pilots The main goal of the pilot actions is to address the strategic objectives within the document giving support by gaining new insights, suggesting and testing new technological solutions, supporting exchange of experiences, providing and distributing knowledge via different channels in the different fields concerning E-CS. With this strategy of support, empowerment and knowledge gain they also address the bigger strategies, policies and objectives concerning e- mobility which build the context for the pilot action. Within the pilot actions concrete activities to support the establishment of interoperable E-CS infrastructure are performed aiming for the following goals which serve to reach the vision pictured before and the project objectives by providing concrete deliverables and outputs and supporting the deliverables and outputs of other tasks performed in the adjacent work packages: European Regional Development Fund

Report Pag. 14/217  Testing individual measures in different regions,  Gaining knowledge on the implementation of interoperability measures,  Providing recommendations and best practices for interoperability measures,  Provide newly generated knowledge as input for the other pilot actions and follow-up activities,  By using similar measures in different regions and applying tested measures again later on during the implementation of the pilots test their replicability,  Demonstrate and test the application of measures supporting national and international E-CS strategies and planning throughout the Alpine Space,  Generate input especially best practices and recommendations for measures for a guideline,  Generate knowledge for the definition of the planning strategy and a basis for the development of regional action plans.

The role of the pilot actions is the actual implementation of measures in the field, whereas the role of the strategy is to provide a theoretical background for E-CS planning and objectives in the short- and long-term. The Pilot actions striving to derive an improved transnational strategy adjusted for the Alpine Space with concrete recommended actions. The first with a theoretical focus, the second for practical purposes, but both of them are intertwined and rely on each other. And again both of them are spread and discussed within the e-MOTICON transnational community. In general the benefit added by pilot actions to the project are recommendations for actions that have already been tested and evaluated concerning their potential effect on E-CS development and empowerment of stakeholders to get successfully involved in the realization of an interoperable E-CS network. Action plans not only include the description of challenges and the need for action, together with goals but also include measures to reach these goals and this is where the pilot actions can help to define regional action plans. The pilot actions strive to find innovative measures and ways to successfully reach strategic goals to realize an efficient practical interoperable E-CS network that fulfils the needs of its users. They put these measures to a test, thus finding out which of them can be recommended under which circumstances and what the potential effects on the E-CS infrastructure development may be. Therefore they can be very valuable as part of newly developed regional action plans, as a better estimation of their feasibility and accomplishable results upon their realization exists. The findings (descriptions of measure plus experiences made during the implementations) are put together and made available as guidelines, which are directly useable by the regional public authorities, which are the main drivers of regional action plans. So the guidelines which feature the pilot actions as use cases and best practices are put to a test within the project to guide the first regional action plans which include measures from the pilot actions where suitable.

1.6.3.2 Short description of the e-MOTICON pilots  The activities carried out in the pilot action e-HUB aim to understand better which measures help to ensure legal and political interoperability. The main objectives to be supported are: o Communication (vertical and horizontal): needs, activities, coordination, o Policy transfer & application (vertical and horizontal), o Knowledge diffusion: exchange of best practice, technology update on E-CS and e-Mobility, pilot actions results. The instruments used for the activities in the pilot regions are: WEB based platform: internal working space & external/public communication and repository, questionnaires and interviews and local seminars The Pilot action has three activities: o Activity 1 – Set up instruments for the help-desk model, o Activity 2 – Transfer and collect information to local authorities and users, o Activity 3 – Guidelines (policy recommendations) on e-mobility for local public authorities and coordination of local networks.

European Regional Development Fund

Report Pag. 15/217  Problem identified giving the basic idea for the e-TRAIL pilot was that disparities exist between existing and emerging set-ups of E-CS5 and established E-CS networks, managing systems within PP regions that are or could enable integration of regional E-CS networks into transnational interoperable and e-roaming systems. Since they are E-CS that are not interoperable and still E-CS being set up without the technical software to be interoperable, the objective of the pilot is increasing the readiness of local /regional E-CS networks to be integrated into local/regional/transnational interoperable and roaming systems and to improve regional/local policies to better service potential national or foreign investors in E-CS infrastructure and to ease user experience using E-CS regardless to where user comes from. Another thing is that user informational platforms have to be addressed in order to better serve the user. The existing issues are that in some cases they are several existing platforms not providing unified information or having the same methodological approach of displaying information. This may confuse the user and the service providers. In other case(s) information platform has to be set up to enable information on localization, type of E-CS, payment possibilities, availability etc. – in short to enhance E-CS network information both for users, developers and operators. The objective for the informational platforms is to identify the needs of improvement and do steps for improvement. Where the above issues do not represent a challenge another developments are going to be realised. E-CS networks will be a part of integrated existing multimodal transport and better services the users. Simple application of use of the charging infrastructure, an app or mobility card can and will be used to extend the possibilities of use to other transport systems to ease multimodal mobility travel. Timeframe milestones will help monitoring the progress of the e-TRAIL pilot activities. Scheduled meetings within the pilot timeframe will serve as knowledge exchange opportunity and tackle possible obstacles during the implementation of the activities. It has three activities: o Activity 1: Setting up interoperable systems, o Activity 2: User information platforms, o Activity 3: E-roaming platforms.  Due to public fundings, the implementation of municipal masterplans on electric mobility and E-CS infrastructure is increasingly proceeding. It is expected that the activities as well as the issues addressed will be consistent to a great extent. However, these concepts won´t be extensive in some areas as there are limited means for elaborating studies and practical investigations. e-MOTICON project can provide valuable insights to reinforce municipal concepts, adding methods of P&L. This methods include surveys, intercorporate mobility management programs and the acquisition of data on mobility demands obtained by data loggers applied in conventional vehicles. In this context we suggest to retrieve viable information from available actors, regions, sources and to set the investigation work as broad as possible within our opportunities: The following activity are within P&L: o Activity 1: “Usage analysis of E-CS infrastructure”, o Activity2: “Survey on service providers, citizens and tourism organizations to improve E-CS localization and their operation in the Rhône-Alpes region”, o Activity 3: “The role of resident companies in local e-mobility and E-CS masterplanning - Involvement of an industrial zone in the Berchtesgaden Land as case study”.

1.6.4 A tool to Increase Consciousness of the Territories on their Potentialities: the Local SWOT Analysis This study is performed on the results of the analysis of the actual situation. The SWOT analysis is a tool for strategic planning for the evaluation of complex phenomena. In practice this type of study is a logical process, originally used

5 Regarding the interoperability they are different types of E-CS, having different power and therefor time of charging. The number of phases and the power in kW influences charging time. Three-phase E-CS with the power of 11 kW takes for instance up to 3 hours of charging an empty battery. Three phase E-CS with the power of 22 kW takes up to 1 hour to charge the battery. One phase – domestic E-CS up to 7.4 kW take up to 4 hours. One way current on the ultrafast E-CS (so called DC) enables charging in half an hour. They are found usually by the high ways at gas stations for transit traffic. European Regional Development Fund

Report Pag. 16/217 in business administration and then applied in other areas, allowing you to make the information gathered around a specific theme systematic and useful. This methodology was born in the US in the late 60s, it was originally developed for the definition of business strategies in contexts characterized by uncertainty and strong competitiveness, and only since the '80s was used as a support for public intervention to analyse choices alternative development scenarios. Today the use of this method has been extended to the territorial diagnosis and evaluation of regional programs, since the EC regulations requiring it for the assessment of plans and programs. The SWOT analysis has become one of the most common methods for evaluating governance; it is used to carry out the assessment of the strengths (Strengths), of the weaknesses (Weaknesses), opportunities (Opportunities) and threats (Threats) related to financial planning, scheduling resources or any other situation that answers the need for streamlining the decision-making processes. The first element that it is necessary to perform a SWOT analysis consists in defining the objective to be achieved; it must be explicit and approved by all the participants in the analysis process. The objective has to be then endorsed during a consultation process by a wide consensus. In brief SWOT analysis leads to the identification of strengths and weaknesses internal to the program (endogenous), and the context of external opportunities and threats (external factors). The strengths and weaknesses are all those variables that are an integral part of the system specifically to the analytical framework on which you can step in and be modified through interventions and policy proposals. The opportunities and threats, in contrast, are external variables that can, anyway, influence the system; they have to be kept under control in order to exploit the positive events and prevent the negative ones. The validity of the SWOT analysis, in terms of completeness, is linked in a direct manner to the quality of the preliminary stage. Which is the main subject of the project must be thoroughly studied in order to highlight all the features, relationships and synergies with other proposals. For this reason it is not only necessary to know the specific issue but also the framework of the entire full context. In any case, the lack of an appropriate number of SWOT indicators could anyway offer important possibilities for further study on that sectors which have proved deficient in information. The effectiveness of the analysis depends on the possibility to carry out a cross-reading of the identified main project elements; to make an easier reading, analysis results are presented as summary form in a diagram. It seeks, therefore, to bring out the elements able to promote or hinder the achievement of the objectives. The final result of this activity is then a matrix, organized into four sections containing the critical elements of the intervention and of the territory.

1.6.4.1 How e-MOTICON approach to local SWOT The eMOTICON’s SWOT analysis has been developed through a participatory approach, which means that a proposed conceptual framework has been discussed with all partner regions to integrate their experiences and interests. The final results is therefore influenced by the context and the needs of the partner regions. The project’s SWOT definition had the following sequential phases: • SWOT topics drawing up draft The activity was based in a first phase on the drafting of plausible topics, derived from similar other Interreg projects, taken as models (eg. Project REZIPE). • SWOT topics draft proposing to all PPs by survey The activity involved the submission of a questionnaire to all project partners through the application SurveyMonkey, the assessment of individual draft of the topic with a score from 1 (lowest in liking) to 5 (highest in liking) and collection of comments in no particular order. Survey results are exposed in following figure.

European Regional Development Fund

Report Pag. 17/217

Figure 1: e-MOTICON local SWOT topics survey – average values

a. Best topics selection through PPs contribution merging The phase involved the selection of 5 best topic for each category (S, W, O and T), possibly supplemented by topic derived from individual comments deemed to be of particular relevance. b. Final SWOT scheme definition The activity was characterized for the preparation of the following final schema.

Table 1: Final SWOT topics definition STRENGHT WEAKNESS  National rules and policies (ie incentives, pollutant  Transnational coordination at EU level (eg different emission reduction targets etc.) standards in E-CS etc.)  Local knowledge and academic research in e-  National / local framework for development of e- mobility mobility and E-CS  Local enterprises and players in the area of e-  Financial aspects (ie different budget, difficult mobility operation in the market, currency issues etc.)  Shared business, technical aspects and overall  Public E-CS concentration & related reserved public experience between operators for interoperability parking  Former experiences about e-mobility infrastructures  E-mobility in public transport (eg E-CS), implementations and coverage in the area  Knowledge at local level AS  High quality parking facilities at central commuter stations

OPPORTUNITIES THREATS  Legislative & technical harmonization in  Local / regional automotive industry lobbies against interoperability e-mobility  Presence of local companies potentially Involved (eg  E-vehicles high cost

European Regional Development Fund

Report Pag. 18/217 automotive industries, DSOs, fuel distributors,  Interest from operators towards interoperability prosumers etc.)  E-CS high cost  e-mobility parking facilities (by companies and  Political and administrative fragmentation turnover Local Authorities) & public E-CS number  Attitudes about e-mobility & charging issues  Local / regional test fields for e-vehicles & E-CS  E-mobility in public transport  Spatial dispersion

c. Compilation phase by each PP The activity was about the drafting of each contribution by individual partners and sending it to work package leader. d. Discussion phase by each local target group The activity consisted in the discussion within each regional group (group of partners within the same region / country) with refinement and harmonization and, if provided, individual contributions’ clusterization. e. Cross checking among local SWOT final versions Final verification of homogeneity and consistency between individual local versions of SWOT analysis.

1.6.5 A tool to gain the objectives: Action For the Regional Action Plan, e-MOTICON partnership agree with the following definition for “action”: Action means: activities, projects, political actions taken in the short, medium or long term to promote electric mobility and recharging infrastructure in the territories The proposed procedure for getting a rank and a prioritization of action gets four steps: • Area objectives definition; • Definition of the most effective action to get the objectives: the strategic objectives are translated into strategic actions that bring to the objective achievement; • Identification of common KPI (for all the Alpine Space) for describing monitoring, evaluation and communication of actions; • Action ranking & prioritization; the action list needs a prioritization. e-MOTICON proposes a Strategic Action Prioritization scheme based on participation-based governance models. The technical tool proposed for managing the multi objective complex theme is Multi-criteria analysis (MCA). MCA can manage and translate in operative words the relevance that the Region defines for each action.

1.7 Coherences 1.7.1 Coherences with other competent authorities policies e-MOTICON Project checks suggests the RAPs to support Regional and local Public Administrations in their planning and developing duty. These RAPs are developed in coherence with the other supraregional vision and policies.

1.7.1.1 Coherences with European rules and vision on transport, energy & environment

. Paris agreement: (The Paris Agreement commits the countries to maintain the temperature rise below 2°C and, if possible, below 1.5°C compared to pre-industrial levels. The Agreement was signed by Italy, together to 177 Countries, 21 April 2016)

. Climate and Energy Package 20306 (it foresees a 40% reduction in greenhouse gas emissions compared to 1990. This target means a 43% reduction in emissions by 43% compared to 2005 for the sectors involved in the so-called Emissions Trading System (ETS) and a reduction in greenhouse gas emissions 30%, as compared to 2005, for non-ETS sectors, such as transport.)

6 European Council (23 and 24 October 2014) – Conclusions on 2030 Climate and Energy Policy Framework, SN 79/14, 23 October 2014. European Regional Development Fund

Report Pag. 19/217

. Effort Sharing, COM (2016) 482 final, July 20, 2016 (The European target has been declined at national level by the proposal of the "Effort Sharing" Regulation of the European Commission, currently being negotiated, which assigns Italy a target of reducing emissions of non-ETS sectors by 33% compared to 2005)

. European Directive 2009/28/EC (forces Member States to promote the use of energy from renewable sources. Specifically, it defines the commitmens for each Member State to ensure that its share of renewable energy sources on gross final energy consumption in 2020 is at least equal to its national general target for the share of renewable energy sources for that year. These compulsory national targets are consistent with the objective of at least 20% of energy from renewable sources in the gross final energy consumption of the Community in 2020. And with the aim to achieve these objectives more easily, each Member State is required to promote and encourage energy efficiency and energy saving. The Directive was transposed into Italy by Legislative Decree No 28 of 3 March 2011, in particular Title V, Chapter IV, the support schemes for the use of renewable energy sources in transport and in Title VII the criteria for biofuels sustainability and bio- liquids.)

. Regulations 510/2011 and 333/2014 on CO2 emissions (European regulations impose progressively more severe limits on CO2 emissions. In particular, Regulations 510/2011 and 333/2014 define respectively the average fleet target for new light commercial vehicles, equal to 175 g CO2 / km by 2017 and 147 g CO2 / km by 2020, and for new passenger cars, equal to 95 g CO2 / km by 2021. The Commission is also committed to finalize a strategy aimed at reducing emissions from trucks, buses and coaches before 2030).

. World Harmonised Light Vehicle Test Procedure (The European Commission will introduce a stricter procedure for the certification of passenger cars and light commercial vehicles. Starting from September 1, 2017, the WLTP (World Harmonized Light Vehicle Test Procedure) procedure will be introduced, which will require stricter and realistic laboratory tests (the NEDC cycle will be replaced by the WLTC cycle) and will be completed by roadside testing (RDE – Real Driving Emissions) carried out using PEMS (Portable Emission Measurement System) systems. The aim is to drastically reduce the gap between CO2 emissions, consumption and emissions of pollutants (NOx in the first place) detected according to the current vehicle type approval procedures and those actually issued in the roadside guidance. It should be noted that a more severe and more representative evaluation process of actual use will also be used for electric vehicles, with the application of new approval cycles and attention also to the consumption of auxiliary devices such as air conditioning.)

. White Paper 2011 on Transport (The White Paper on Transport sets up objectives and measures for an efficient transport system, respecting economic, social and environmental needs. In particular, in the 2011 White Paper, the user is at the center of transport policy and targets include increasing road safety levels (eg through harmonization of sanctions and the use of innovative technology systems), increase awareness among users of transport costs (for example through a policy of charging for the use of infrastructures), the dissemination of practices such as intermodality of passenger transport and rationalization of urban transport (eg differentiating energy sources, stimulating transport demand by experimenting and disseminating examples of good practice).

. Green Paper on urban mobility, 2007: The 2007 Green Paper reflects on the main problems of European cities. The report, published by the European Commission, is a collection of reflections aimed at stimulating a public debate on the most critical issues in urban areas: smooth traffic in cities, city cleanliness, smarter, more secure and affordable urban transport.

 2014/94/UE Directive on Alternative Fules Infrastructure: Directive 2014/94/EU establishes a set of measures for the creation of an alternative fuel infrastructure to minimize oil dependence and mitigate the environmental impact of transport. At national level, the long-term strategic objective is to provide support for European Regional Development Fund

Report Pag. 20/217 the rational use of all alternative fuels while maintaining the neutrality criterion and the search for optimal technical solutions and incentives such as modalities and timing reduction of emissions in the industry. Alternative fuels are fuels or sources of energy that may work in substitution (including partial, as in the case of hybrid vehicles) of fossil fuel sources in the supply of energy for transport: electricity, hydrogen, biofuels, synthetic fuels and paraffinic, natural gas (including bio methane) in compressed form (GNC) and liquefied (LNG), liquefied petroleum gas (LPG). Nowadays different types of national implementation processes of AFID are operating in the AS region: Some countries, like Italy and Slovenia have only in progress an official AFID transposition, o In Italy the process is under the Transport & Infrastructure Ministry supervision, but no official documents are yet available. The first version of the National Plan for Infrastructure for Recharging Electric Vehicle (PNIRE), now operating in Italy, has no references to the AFID because it was written before the AFID official release. The updated version 2015 of PNIRE has reference to the AFID but is still in progress. Regional and local administrators are responsible for its implementation. o In Slovenia National Strategy on alternative fuels development in the Republic of Slovenia is under the preparation, and the Transport Development Strategy of the Republic of Slovenia is now operating. This strategic document defines future measures on the area of road, railway, air and maritime transport, including public transport and measures for obtaining sustainable mobility. General objectives are: to reduce energy use, reduce the cost of users and managers, reduce the burden on the environment. Specific objectives are: to provide infrastructure for alternative fuel. Integrated transport strategy for the main Municipality is under preparation, too. Other countries, as Austria France and Germany, have a more mature transposition process: o In Austria the implementation is successfully proceeding. The transport policy of Austria has since many years the objective to make mobility more environmentally sustainable. Planning for multi-level implementation, which in Austria is led by the Transport Ministry, This approach essentially relies on participatory governance. “Tools” for AFID implementation (including an Austrian-wide online consultation as well as workshops) are used to build stakes at different governance levels – often in order to overcome existing political deadlocks The consultation of all relevant stakeholders, like other responsible ministries, federal states (Länder) and municipalities as well as vehicle industry, fuel and electricity suppliers is a condition for successful solutions based on the consultation process. The results of all workshops will be considered in national strategy plan for the implementation of the AFID. In addition to the elaboration of the national strategy plan also the adoption of national legislation is a main task. o In Germany the implementation is successfully operating. The Federal Ministry of Transport, mobility and fuel strategy sector is responsible for transposing AFID at National level. Responsible for transposing AFID at Regional level are the Lander Ministry of Economic Affairs and Media, Energy and Transport. o In France the recent national law (LTECV, August 2015) is implementing AFID. It sets ambitious targets to further the deployment of charging infrastructure for electric and hybrid vehicles (target values by 2030: seven million E-CS –private/public-installed). It also imposes to certain types of professionals (taxis, car rental companies, public transport...) to acquire greenhouse gases low-emission vehicles (target values by 2030: 2 millions EV).

Other country, as Switzerland, does not need a transposition process. Anyway, this country adopted a Federal Masterplan for the development of e-mobility. The cantons should adopt regional masterplan.

European Regional Development Fund

Report Pag. 21/217 Municipalities are responsible to the local implementation. Due to the fast evolution of the technical context, Municipalities are in some case more involved than cantons.

. Constant development of new rules and reports: o “Towards clean and smart mobility” EEA Signals 2016 o “European Strategy for Low-Emission Mobility” COM (2016) 501 with its SWD (2016) 244 final annex (where the European Commission highlights how reducing emissions in the transport sector is one of the key points in the a more environmentally friendly and energy-efficient economy. Again, the intention is to reduce carbon emissions in the transport sector by 60% compared to 1990, which accounts for about a quarter of the world's emissions in European space.)

1.7.1.2 Coherence of e-MOTICON strategy with the European Framework  TENT7 The Trans-European Transport Network (TEN-T) is a European Commission policy directed towards the implementation and development of a Europe-wide network of roads, railway lines, inland waterways, maritime shipping routes, ports, airports and rail-road terminals. It consists of two planning layers: - The Comprehensive Network: Covering all European regions, - The Core Network: Most important connections within the Comprehensive Network linking the most important nodes.

Figure 2: TEN-T The Core Network Corridors

The ultimate objective of TEN-T is to close gaps, remove bottlenecks and eliminate technical barriers that exist between the transport networks of EU Member States, strengthening the social, economic and territorial cohesion of the Union and contributing to the creation of a single European transport area. The policy seeks to achieve this aim through the construction of new physical infrastructures; the adoption of innovative digital technologies, alternative fuels and universal standards; and the modernising and upgrading of existing infrastructures and platforms. Following a 2013 review of TEN-T policy, nine Core Network Corridors were identified to streamline and facilitate the

7 https://ec.europa.eu/transport/themes/infrastructure_en European Regional Development Fund

Report Pag. 22/217 coordinated development of the TEN-T Core Network. These are complemented by two Horizontal Priorities, the ERTMS deployment and Motorways of the Sea; both established to carry forward the strategic implementation of the objectives of the Core Network, in-line with the funding period, 2014 to 2020. Oversight of the Corridors and the implementation of the two Horizontal Priorities lies with European Coordinators; high-level personalities with long standing experience in transport, financing and European politics, nominated by the European Commission. First generation Work Plans for each Corridor and Horizontal Priority were presented in 2014, outlining exact objectives for each Corridor and Horizontal Priority, within the framework of the TEN-T Core Network. This is a continuous process, which takes into consideration current developments. EU funding for projects on each Corridor and Horizontal Priority is provided by the Connecting Europe Facility (CEF), with relevant Member States obliged to align national infrastructure investment policy with European priorities. Other sources of funding and financing include the European Structural and Investment Funds and the European Fund for Strategic Investment.

 ALPINE CONVENTION The Alpine Convention is an international territorial treaty for the sustainable development of the Alps. The objective of the treaty is to protect the natural environment of the Alps while promoting its development. This Framework Convention involves the European Union and eight states (Austria, Germany, France, Italy, Liechtenstein, , Slovenia, and Switzerland). Opened to signature in 1991 and consisting of a Framework Convention, various implementation protocols and declarations, it entered into force in 1995, contributing to reinforce the recognition of special qualities and specific characteristics of the Alps, going beyond national boundaries and seeking international action. This treaty dedicated to a specific territory is supported by a Permanent Secretariat, created in 2003, that has its main office in Innsbruck, Austria, and a branch office in Bolzano-Bozen, Italy. The role of this Permanent Secretariat is to support all the other bodies instituted by the Alpine Convention. The Permanent Committee can establish Working Groups. Under the Convention, Member States should adopt specific measures in twelve thematic areas (Population and Culture, Spatial Planning, Air pollution, Soil Conservation, Water Management, Conservation of Nature and the Countryside, Mountain Farming, Mountain Forests, Tourism, Transport, Energy, and Waste Management). Of these areas, eight are now protocols annexed to the Framework Convention. Among these protocol we can find the one on Transport. Protocol on the Implementation of the 1991 Alpine Convention in the Field of Transport - Transport Protocol8 – The main objectives of the protocol is, observing the precautionary principle, the preventive principle and the polluter-pays principle, to pursue a sustainable transport policy which will: a) reduce the negative effects of and risks posed by intra – Alpine and transalpine transport to a level which is not harmful to people, flora and fauna and their environments and habitats, inter alia, by transferring an increasing amount of transport, especially freight transport, to the railways, in particular by creating appropriate infrastructures and incentives in line with market principles; b) contribute to the sustainable development of the habitats and economic areas in which people living in the Alpine region dwell and work by implementing a transport policy which encompasses all modes of transport and is harmonized between the various Contracting Parties; c) help to reduce and, as far as possible, avoid any impact which might endanger the role and natural resources of the Alpine region, the importance of which goes beyond the boundaries of the Alpine areas, and threaten its natural and cultural heritage; d) ensure the movement of intra-Alpine and transalpine transport at economically bearable costs by increasing the efficiency of transport systems and promoting modes oftransport which are more environmentally- friendly and more economic in terms of natural resources; e) ensure fair competition between modes of transport.

8 Official Journal of the European Union – L323/15 dell’8.12.2007 - http://www.alpconv.org/en/convention/protocols/Documents/transportprotocolEN.pdf European Regional Development Fund

Report Pag. 23/217 The general transport-policy strategy is devoted to ensure sustainability, to promote rational, safe transport management in a harmonised, cross-border network that:  ensures coordination between different carriers, modes and types of transport and encourages intermodality;  optimises the use of existing transport systems and infrastructures in the Alps, including through the use of electronic data transmission, and charges external and infrastructure costs to polluters in line with the damage caused;  encourages, by means of structural and regional planning measures, the transfer of the carriage of passengers and goods to more environmentally-friendly means of transport and to intermodal transport systems;  recognises and utilises the opportunities for reducing traffic volume. Moreover the protocol undertakes to adopt the necessary measures so as to ensure as far as possible:  the protection of communication routes against natural hazards;  in areas particularly damaged by transport, the protection of persons and of the environment;  the gradual reduction of emissions of harmful substances and noise by all modes of transport, including through the use of the best technologies available;  greater transport safety.

The Protocol identifies some Technical Measures:  the creation and development of user-friendly, environmentally-adapted public transport systems,  the improvement & optimisation of railway infrastructure (by constructing and developing the major transalpine railway routes),  the adoption of measures to transfer the long-distance carriage of goods to rail,  sustain intermodal transport,  synergies between long-distance passenger transport, regional transport and local transport,  encourage additional efforts to increase the use of shipping,  refrain from constructing any new, large-capacity roads for transalpine transport (only if selected condition are met). However, in view of the geography and the settlement pattern of the Alpine region, which cannot always be efficiently served by public transport alone, the Convention recognise the need, in remote areas, to create and maintain sufficient transport infrastructures for private transport to function.

European Regional Development Fund

Report Pag. 24/217  EUSALP – EU Strategy for the Alpine Region

Figure 3: Alpine region

European Council endorsed an integrated framework, a ʻMacroregional strategyʼ, which may be supported by the European Structural and Investment Funds among others, to address common challenges faced by a defined geographical area relating to Member States and third countries located in the same geographical area which thereby benefit from strengthened cooperation contributing to achievement of economic, social and territorial cohesion. The Alpine area is composed of territories with contrasted demographic, social and economic trends and a great cultural and linguistic diversity. This diversity goes along with a great variety of governance systems and traditions. Both the common specificities of the Alpine area and its variety and diversity call for cooperation. The Alpine region represents a living and working space for the resident population and an attractive tourist destination for millions of guests every year. The Alpine region is a unique territory, which has an important potential for dynamism, but is facing major challenges, such as:  economic globalisation that requires the territory to distinguish itself as competitive and innovative by developing the knowledge and information society;  demographic trends, characterised particularly by the combined effects of ageing and new migration models;  climate change and its foreseeable effects on the environment, biodiversity and on the living conditions of its inhabitants;  the energy challenge at the European and worldwide scales, which consists of managing and meeting demand sustainably, securely and affordably;  its specific geographical position in Europe, as a transit region but also as an area with unique geographical and natural features which set the frame for all future developments.

An Alpine macro-regional strategy would provide an opportunity to improve cross-border cooperation in the Alpine States as well as identifying common goals and implementing them more effectively through transnational collaboration. Better cooperation between the regions and States is needed to tackle those challenges. This Strategy concerns 7 Countries, of which 5 EU Member States (Austria, France, Germany, Italy and Slovenia) and 2 non-EU countries (Liechtenstein and Switzerland), and 48 Regions. To keep the EUSALP Action Plan manageable and to ensure a high level of ownership of the participants, the Action Plan focuses on nine actions which represent the main areas where the Strategy can contribute to delivery at the present stage. The strategy is divided into thematic areas and action groups. In the 2nd Thematic Policy Area, Connectivity for all: in search of a balanced territorial development through environmentally friendly mobility patterns, transports systems and communication services and infrastructures, is the Action Group 4: To promote inter-modality and interoperability in passenger and freight transport, while in the 3rd Thematic Policy Area: European Regional Development Fund

Report Pag. 25/217 Ensuring sustainability in the Alps: preserving the Alpine heritage and promoting a sustainable use of natural and cultural resource, is the Action Group 9: To make the territory a model region for energy efficiency and renewable energy. Both the action groups are strongly related to the e-mobility deployment.

EUSALP AG4 mission considers that the Alps are an extremely sensitive environment located in the heart of the European continent. Special geographical features cause particular constraints regarding accessibility and transport infrastructure. Moreover transport is one of the main causes of climate change – almost thirty percent of all greenhouse gases in the Alps can be attributed to transport – and both passenger and freight traffic volumes are rising continuously. Road transport in particular causes negative externalities such as air pollution, noise and traffic congestion. This makes mobility one of the biggest challenges for the social, economic and ecological development of the Alpine regions. A coordinated approach giving way to a coherent strategy is required to tackle these challenges in order to ensure a sustainable development for the Alps. In order to address the most important challenges and opportunities concerning mobility in the Alpine Region, the AG4 works towards the following objectives:  To promote inter-modality and interoperability in passenger and freight transport in particular by removing infrastructure bottlenecks, bridging missing links, coordinating planning and timetables of public transport, modernizing infrastructure and enhancing cooperation. The AG4 is addressing this objective by focusing on infrastructure for sustainable transport in passenger – and combined transport as well as interconnecting public transport systems, focusing on operations and information and ticketing services.  To support the modal shift from road to rail. The Alpine regions are particularly sensitive to negative environmental and social impacts caused by the excessive traffic flow of freight and passenger transport through the Alps. In order to tackle this challenge the AG4 promotes the harmonization and implementation of modal shift policies with a focus on toll systems.  To develop cooperation and greater integration between the existing bodies and structures in the field of transport. The close collaboration of the AG4 with different actors involved in the transport and mobility sectors of the Alpine Regions guarantees an improved coordination and ensures consistency between existing initiatives in order to avoid duplications and encourage the alignment of funding. Strong links have already been established with the Alpine Convention, the Suivi de Zurich Process, as well as the iMONITRAF! Network.

EUSALP AG9 focuses on the promotion of energy efficiency and the production and use of local renewable energy in the Alpine Region, especially in the public and private sectors. The framework is provided by, inter alia, the EU’s energy directives, the EU goals for 2020 and the Energy Union Package. The action aims at supporting a significant reduction of energy consumption in the housing and mobility sector, as well as in small and medium enterprises. The action promotes energy management and monitoring systems at different levels. In order to address the most important challenges and opportunities concerning energy in the Alpine Region, the AG9 works towards the following objectives:  Setting up an Alpine energy efficiency cluster. This cluster should serve as a forum for cooperation and innovation, bring technical solutions for the specific energy needs of the Alpine Region, and develop energy efficiency processes and products particularly adapted to the Alpine Region, especially in the housing and mobility sectors.  ‘Greening the Alpine infrastructure’: focusing on energy efficiency in the building sector and promote harmonised, affordable and operational assessment tools to be used by public authorities in order to boost sustainable and low-carbon buildings in the Alpine Region.  Setting up an Alpine renewable energy cluster while taking into account ecological, economical and land use issues and considering societal trade-offs.  Support energy management systems in the Alpine Region by developing, sharing and installing energy efficiency and decentralised monitoring systems at the local level and by promoting regional energy monitoring.  Support a better use of local resources and increase energy self-sufficiency while reducing impacts on climate and the environment.

European Regional Development Fund

Report Pag. 26/217 Coherence of EUSALP AG4 and AG9 objectives and action with this RAP proposed actions is monitored in the document, and the following chapter will show in more details the main issue of the coherent scheme.

 iMonitraf! – A common transport strategy for the Alpine regions and action plan for implementation Some regions in the Alpine Space area are particularly sensitive to the negative impacts of freight and passenger transport. They consider the most of this impact is due to very high shares of heavy goods vehicles (HGV), specific topographical features, limited spatial resources and highly vulnerable ecosystems. To tackle the common challenges, the regions Rhône-Alpes, the autonomous Province of Bolzano, the autonomous Region of Aosta Valley, the Piedmont Region, the Friuli-Venezia-Guilia Region, the Canton of Ticino, the Conference of Governments of Central Switzerland, the Land of Tyrol as well as the European Academy of Bolzano have joined forces in 2005 to develop common solutions. In the frame of two projects under the Alpine Space Programme, the regions have developed a common monitoring system and have analysed Best Practice measures as well as impacts of common steering instruments. Results from these activities have been discussed with regional policy makers and finally brought together in a common strategy. As major milestone of the iMONITRAF! project (2009–2012), representatives from seven regions have signed a common resolution and strategy in May 2012. The strategy sets the framework for a sustainable transport system in the Alpine Space – reducing negative traffic impacts and preventing distributional impacts. Major elements are: . A common understanding of targets builds the basis. While short-term targets are focused on environmental challenges, targets for the long-term aim at maximizing use of rail capacities; . Based on their exchange on Best Practices and innovative steering instruments, the regions agree to work towards the implementation of common measures. This includes harmonization of existing regional measures and a modal shift policy; . The regions recognize the need for a further coordinated road traffic management system. They agree to the need to implement a road freight steering instrument at Alpine Arc level in the mid-term, focusing on a cap- and-trade approach; . An Action Plan with a proposal to institutionalise the network.

For the period 2013–2016, political representatives of the iMONITRAF! regions have decided to establish a Coordination Point which will continue the different activities of iMONITRAF!. The Coordination Point shall support the implementation of activities and milestones towards an ambitious and coordinated transport policy of the Alpine regions as defined in the iMONITRAF! resolution and strategy. As basis for further discussions, the common monitoring activities will be continued, with an annual update of the WebGIS system. Further, the best practice exchange on regional measures will be continued to support the implementation of a harmonized set of measures in the long-term. Political networking as well as the identification of political “windows of opportunity” as well as related actions for iMONITRAF! are further task of the Coordination Point. Major results of these activities will be presented in annual report as well as the iMONITRAF! Transport Forums. During the iMONITRAF! meeting on 2 November 2016 in Lucerne, political representatives of the most affected transit regions have again demonstrated their solidarity and their willingness to implement a harmonized approach. They have agreed to continue the cooperation for two more years (2016-2018) under the Lead of Tyrol, with a clear focus on finding broader support for the Toll Plus proposal – especially at European and national level which will be necessary for implementation. At European level, the revision of the relevant framework – the Eurovignette Directive – has been launched in summer 2016 and the iMONITRAF! network will actively lobby towards the consideration of the Toll Plus proposal in this revision process.

1.7.2 Coherences with other organisations e-MOTICON project assumes as a general principle that cross-sectorial cooperation is very important in order to define a governance model in which high competence can support the public administration in

European Regional Development Fund

Report Pag. 27/217 realizing a high quality solution to the territories. For this purpose the project develops RAPs and Guidelines in close cooperation with the main actors, Public Administrations and stakeholders.

1.8 Coherence with supra regional policies The following table compare supra regional pillars for EUSALP, Alpine Convention and iMONTRAF! ones, with the scope to help to understand the global coherence

Table 2: Supra regional pillars EUSALP AG4 EUSALP AG9 Alpine Convention e-MOTICON iMontraf! Transport Protocol PILLARS EUSALP AG9 EUSALP AG9 AC vision e-MOTICON vision iMontraf! vision vision vision is devoted to ensure electric mobility as a “Together towards To promote inter- The Alpine Region sustainability, to crucial solution for an Alpine transport modality and will make a long- promote rational, safe mobility in Alpine strategy” – interoperability in term contribution to transport Space positioning the passenger and freight meeting Europe’s management in a  public Authorities Alpine Space as transport by energy needs and at harmonised, cross- are a key actor to forerunner /model removing the same time people border network that lead the region on sustainable infrastructure in that Region need to ensures coordination infrastructure transport. With this bottlenecks, bridging have sufficient between different development objective, the Alps missing links, energy resources at carriers, modes and  The Alpine Space can be seen as a coordinating their disposal to types of transport and is made of laboratory for a planning and improve local living encourages different realities, sustainable timetables of public conditions and intermodality; from Metropolitan development in transport (including economic Areas to isolated Europe, inspiring multi-modal productivity. rural/mountain also other European information and areas. The optimal sensitive areas. planning services), solutions for modernising transport are infrastructure, and multiple: enhancing  Local Public cooperation. Transport in urban, peri-urban and congested areas;  Rails for freight and passenger transport especially for long-range and cross-country trips;  Low emissions private transport for small cities, towns and mountain communities;  Technologic solutions are ready and mostly European Regional Development Fund

Report Pag. 28/217 EUSALP AG4 EUSALP AG9 Alpine Convention e-MOTICON iMontraf! Transport Protocol PILLARS available. It’s now important to choose common solutions, set up common rules and respect them;  Goals can be reached according to a “priority approach”;  A set of few, focused and coordinated actions would be sufficient to reach the goals;  Communication, education and training are sometime more important than technical aspects. 1.9 The synergy of the 5 RAP of e-MOTICON Project The five RAPs represent a national and regional/local transposition of a common strategy. They are developed by e- MOTICON project and are related and linked ones to the others by a common methodology and the common objectives. Tools and solution could be different, according to local needs and regulations, but the selection criteria are uniform. Inside these national frameworks more than eight different focuses on specific areas was performed. The e-MOTCON Partners strongly interacted with their territory in order to share their vision and their needs. They also discuss e-MOTICON strategy, that accounts for a common feeling and purpose for all the Alpine Area. The discussion drives to identify proper actions for each territory. Differences among the RAP can be find mainly in selected actions, that accounts not only with a vision, that could be listed uniform in the area, but also with the state of the art of the interoperability of the infrastructure for charging electric vehicles:  Germany Land, that shows a more mature framework for e-mobility and policy and industrial support to electric charging network deployment, selected implementative actions that refers to Pillar #3 of e-MOTICON strategy;  Italian Regions give more relevance to communication and action on financial items, showing interest to create the proper habitat for a good deployment of an interoperable and transnational the electric charging network;  France Partner reveals great attention to partnership involvement and implementative action;  Slovenian partners show feeling about planning and implementation of the network;  Austrian Partners show different approach, due to the differences among the type of municipalities: the Alpine Pearls need actions on communication, while the Klagenfurt municipalities is focused on planning and implementative actions. Some hints on transnational features can also be found:

European Regional Development Fund

Report Pag. 29/217  Small municipalities, and in particular the Alpine Pearls ones, mainly need actions on communication and information of tourist stakeholders in order to raise awareness regarding the need for and features of charging stations for electric vehicles in tourism;  Bigger cities need clear methodological approach to manage the complexity of their planning action;  Regional bodies need communication among them to increase their effectiveness at national level and to check their goals in a transnational perspective. Even if the 5 RAPs are not able to cover the entire Alpine Space territory, they represent indeed a large mapping of the area. The effort carried out by the Partnership not only highlighted the different policies but also verified and illustrated how they can be integrated into a common picture: a connected and sustainable Alpine Space!

European Regional Development Fund

Report Pag. 30/217 2 THE SLOVENIAN NATIONAL CONXEST

2.1 National State-of-art The national ecosystem for electric mobility is well developed in Slovenia, at that point that there are more E-CSs that are installed than EVs actually registered. The regional electricity suppliers are well organised and some of them are E-CS operators as well. There are up to seven larger E-CS operators in the country, each of them playing a major role for the deployment of the current charging network. European Alternative Fuels Infrastructure Directive 2014/94/EU (Directive) is transposed into Slovenian legislation by National Alternative Fuels Strategy (Strategy) that was adopted in October 2017. The Directive was adopted in July 2017. The use of alternative fuels is important in order to achieve the environmental targets in the area of greenhouse gas and pollutant emissions. Slovenia has stringent targets, since despite the fact that traffic density is increasing rapidly, it has to reduce greenhouse gas emissions by 9% in 2030 relative to 2020 levels. This therefore means an increase in emissions of 18% relative to 2005, however, one has to take into account the fact that traffic on some sections has doubled since 2005. Freight transport is projected to grow by between 60% and 80%, and private transport by 30% by 2030.

Number of E-CS (2016): 228 (According to the Strategy)  E-CS ≤ 3,7 kW = 97  E-CS ≤ 7,5 – 22 kW = 92  E-CS ≥ 43 kW = 39

No. of sockets (2016): 553 (Source: e-MOTICON T1 research, May 2017).  Normal power motorbike/scooter 3 kW (Schuko) “Type 3A” <22kW: 198 sockets  Normal power car socket “Type2” <22kW: 252 sockets  High Power Multistandard >22kW: 19 sockets  High Power car socket “CHAdeMO” >22kW: 36 sockets  High Power car socket “CCs combo2” >22kW: 29 sockets  High power Tesla: 18 sockets.

Through two approved projects, URBAN-e and NEXT-e, (Petrol, one of the Slovenian biggest private companies is involved in both) that are two bigger projects among several other small-scale initiatives, there will be 77 new E-CS (10 of them ultra-chargers) installed till 2020. Interoperability level of E-CSs reaches 57,77% on national level. Region achieving the highest share is Koroška region with 80%, followed by Osrednjeslovenska and Primorsko-notranjska region with 76,92%. The lowest level of interoperability is present in Savinjska region (31,48%). The area with most developed E-CS network is the capital of Slovenia, Ljubljana with its immediate surroundings. The TEN-T network has 27 fast charging stations and 5 ultra- fast. There are 27 Tesla charger points (18 Superchargers and 24 Destination chargers) set up diagonally from Obalno- Kraška region to Pomurska region and from Gorenjska region to Jugovzhodna Slovenija region (Source: e-MOTICON T1 research, May 2017). In 2016 there were 228 E-CS in Slovenia with 553 sockets, 449 EVs and 111 plug-in hybrids. Currently, in the beginning of 2018, the ratio between the number of electric charging stations (sockets) and electric vehicles (EV) registered is 1:2. The European reference is 1:10. Share of publicly accessible E-CSs is 60%. Normal power (Schuko) E-CSs form the majority of private E-CSs. The market share of the BEVs’ sales represented 0.28% of the total purchases in 2016; for the year 2017, the market share is of 0.47%. 2017 was up to now the best year for the sales of BEVs in Slovenia; the market is growing slowly but continuously; for instance, it grew up by 671,43% between 2014

European Regional Development Fund

Report Pag. 31/217 and 2017. Till 2013 there were less than 20 BEVs purchased annually but in 2017 the number of new BEV registrations in Slovenia amounted up to 336 vehicles. (Source: EAFO, 2018). Numbers of E-CS and EVs are subjected to constant change and the on-line databases cannot be updated within real- time. In 2017 a detailed analysis of the charging infrastructure in Slovenia was made by PRC and BSC Kranj, where several different on-line platforms and portals (Plugshare, Polni.si, Gremo na elektriko, Chargemap, Tesla, etc.) were used. Due to fast growth of e-mobility and the technology in this field, the stated numbers cannot present the up-to- date state of play in the country but can on the other hand portray current and future trends. The public stakeholders involved in the definition of the electric mobility policies in Slovenia are the Ministry of Infrastructure with its Energy Directorate, the Ministry of the Environment and spatial planning, the national Energy Agency of Slovenia, the national Energy Chamber linked to the Chamber of Commerce and industry. Regarding the energy supply the data for 2017 is not yet available, but for 2016 15,233 GWh was delivered to the transmission and distribution system, which is 1,279 GWh more than the previous year, out of which the delivery form the generating plants using renewable sources of energy was 5,221 GWh (626 GWh more than in 2015), fossil fuel plans 4,589 GWh (592 GWh more than 2015), nuclear power plant Krško 5,423 GWh (61 GWh more than 2015). Slovenian power plants produced 13,030 GWh of electricity, total consumption in Slovenia was 14,173 GWh and was for 1.9% higher in comparison to 2015 (Source: Report on the Energy sector in Slovenia for 2016). The structure of production is changing. The share of hydroelectric power plants is increasing. On the other hand, the share of thermal power plants decreased. The share of small producers is slowly growing. Domestic production sources covered 88% of consumption in 2016, the country had to import 12% of its electricity (source: Report on the Energy sector in Slovenia for 2016). With the opening of the electricity market in 2001, electrical energy became a marketable commodity for industrial consumers in Slovenia. Additionally, in 2007, electricity markets have been opened also to households. Tariff customers are provided with electricity, in accordance with the tariff system, by distribution companies in the framework of the public service of the supply of electricity to tariff customers. Electricity users are able to negotiate the price of electricity with several distributors. Different rates of the electricity network fee are applied, depending on the voltage level, season (high-middle-low) and overall consumption of power.

2.2 National main Policies The Slovenian Government introduced specific objectives in order to support the development of electric mobility in the country, linked with the will of the Government to achieve a secure, sustainable and competitive energy supply, the increase of the use of renewable sources of energy: - The development of an E-CS infrastructure on the national highways that is foreseen by the Energy Act. 27 E- CS are already installed on the highways which already grants a certain density of the E-CS network in regards to the size of the country; - From 2055 onwards, private and public transport should be fully electric driven, as stated in the Slovenian Energetic concept. The most important national regulations concerning the development of electric mobility are the following:

Energy Act (2014): it transposes a number of EU directives concerning electricity and gas markets, energy efficiency and renewable energy sources. It lays down: - the principles of energy policy, energy market operation rules, manners and forms of providing public services in the energy sector, - principles and measures for achieving a secure energy supply, for increasing energy efficiency and energy saving and - principles for increasing the use of energy generated from renewable energy sources.

Furthermore it lays down the: European Regional Development Fund

Report Pag. 32/217 - conditions for the operation of energy installations, - regulates the responsibilities, organisation and tasks of the Energy Agency and the competences of other authorities.

The purpose of the act is to ensure a competitive, secure, reliable and accessible supply of energy and energy services, taking into account the principles of sustainable development.

Energy policy is the implementation of measures in accordance with the principles of this Act, the aim of which is to achieve a reliable, sustainable and competitive national supply with energy by means of promoting the following: - security and quality of energy supply, - balanced long-term development of energy economy considering trends in energy consumption, - planned diversification of various primary energy sources, taking into account their economics, - competitive energy supply, - use of renewable and low-carbon energy sources, - ensuring the priority of efficient energy use over energy supply, - environmentally acceptable generation, production, transmission and consumption of all types of energy, - competition in the energy market, - flexibility of energy users, - consumer protection.

The measures to achieve those objectives are/will be determined in the following long-term planning documents: the Energy Concept of Slovenia, the National Energy Development Plan and operational and action plans for individual fields of energy supply and management. Energy Act directly addresses electro mobility in two articles: - Article 78: (9) The distribution operator shall be responsible for the development of the basic public infrastructure of fast EV chargers on the motorway cross; - Article 382: (2) The operators or owners of public parking lots accessible to the public and the parking lots of public sector buildings shall report to the ministry responsible for the energy, about the number of E-CSs and the amount of electricity consumed at charging points. Decree on renewable energy sources (RES) in transport (2016): this decree lays down the obligation to reduce greenhouse gas emissions in the life cycle of fuels used for transport; sustainability criteria for biofuels; verification of compliance with the sustainability criteria for biofuels; methodology of calculation of greenhouse gas emissions in the life cycle of biofuels used for transport. The Decree was published in the Official Gazette on 14 October 2016. It came into force on 1 July 2017. This is the deadline when some other measures should provide the conditions for achieving the set goals. This commitment was also given by the Government of the Republic of Slovenia in the RES Action Plan, which stipulates that in order to achieve the goals of renewable energy sources, an appropriate support environment will be provided for the introduction of biofuels and other renewable energy sources in transport, as well as the promotion of the introduction of electric vehicles. The Decree determines the modalities and measures for completing and verifying the fulfilment of the obligations of fuel distributors with regard to the placing of biofuels and other renewable energy sources on the market. Overall RES energy share in transport as foreseen by the Decree: at least 6.20% in 2017, at least 7.00% in 2018, at least 8.40% in 2019 and at least 10.00% in 2020. In 2014, the share of RES in amounted to 2.6%, which is a decrease compared to 2013 (3.5%) and also to 2012 (2.9%). Depending on the absolute value in 2014 and the trend (decrease in the share), it can be estimated that the achievement of the set intermediate targets and the final target share of 10% of RES in transport in 2020 will be a rather challenging task. Therefore, the legislator included in the new Energy Act also the obligation to report on the consumption of electric energy for EVs. In 2020, EVs are expected to not account for more than 10% of all vehicles; nevertheless, charging the EV can have a significant impact on the fulfilment of obligations under the Directive and the Decree. In order to calculate the energy share of electric European Regional Development Fund

Report Pag. 33/217 energy consumption from RES in road EVs, the regulation states that the energy value of the delivered electric energy from RES is multiplied by a factor of 5 (Source: Energy Agency, February 2017). The Slovenian Government has issued and adopted the following strategies which aim at fostering the development of electric mobility in the country thanks to the installation of new publicly accessible E-CS. The Transport Development Strategy (2015): this Strategy promotes the use of alternative energy sources and the introduction of hybrid and electric vehicles, as well as the construction of a network of charging stations (the related charging infrastructure). According to the environmental requirements at the national level, the encouragement for the purchase of EVs will have to be initiated and a network of charging stations will have to be build, so that by 2030 there will be at least 10% transport work done without greenhouse gas emissions on Slovenian roads. In the Strategy it is estimated that by 2030, in the structure of passenger cars, around 15% of passenger cars will be electrically or hybrid (plug-in hybrids) driven. The strategy also indicates that traffic growth would be between 60% and 80% in freight transport by 2030, and 30% in the segment of passenger transport. In the document it is stated that it is necessary to provide financial incentives that will encourage individuals to purchase vehicles with environmentally friendly motor fuels. The Strategy was adopted by the Government of the Republic of Slovenia on 29 July 2015, together with the Environmental Report for the Comprehensive Environmental Impact Assessment. The measures stipulated by the Strategy address the entire Slovenian transport system and clearly and unambiguously require an accelerated drawing up of individual projects. The Strategy also stipulates the method of project preparation which must be based on actual needs, attain the objectives of economy and sustainability and eliminate problems defined in measures. The vision of the transport policy is defined as the provision for the sustainable mobility and supply to the economy with the following general objectives: - to improve the mobility and accessibility, - to improve the supply of the economy, - to improve the traffic safety and security, - to reduce the consumption of energy, - to reduce the costs of the users and operators, - to reduce the environmental burden.

The Resolution on transport policy: the Resolution clearly states that the Government is committed to promote the use of more sustainable vehicles and urges the Government to achieve a better coordination to ensure the “implementation of electric mobility systems within the infrastructure or supporting electric mobility is not explicitly stated; electric mobility should be integrated into the national policies more explicitly and in more details”. The Spatial Development Strategy (2004): The key framework for spatial development of Slovenia is formed by a two-stage polycentric urban system, which is defined by the Spatial Development Strategy of Slovenia, published in the Official Gazette of the Republic of Slovenia, no. 76/2004. The system consists of centres of national and regional importance, as well as centres of inter-municipal importance that are centres of functional and / gravitational areas and provide supplies, services and jobs. The centres are interconnected with the transport infrastructure of the appropriate level. The report on spatial development (2015) notes the strengthening and enhancement of the functional areas of larger centres. The centres of national significance include Ljubljana, Kranj, , , Koper, , Nova Gorica, as well as strengthening of the lower level centres, especially in the vicinity of Ljubljana (eg. Domžale and Kamnik) and settlements in the axis of the main traffic axes. The centres focus on day-to-day migrations, the volume of which is still increasing with personal motor traffic. The document doesn’t mention implementation of EVs into the transportation systems but it addresses all the other means and systems: public traffic, air, motorway (land), sea; reduction of use of personal transport means, enhancement of public transport, bicycling and walking. Under the point 5 “Integrated and Harmonized Development of Transport and Settlement Networks and the Construction of Public Infrastructure Facilities”, page 27: “When constructing new infrastructure and modernizing the existing one, support shall be given to the construction of those energy generation and distribution facilities which enable a high-quality and reliable energy supply for Slovenia. When determining the location of new energy generation or distribution facilities, their optimal inclusion in the European Regional Development Fund

Report Pag. 34/217 Slovenian energy network shall be ensured and excessive environmental impacts prevented while respecting the principles of sustainable spatial development.” National Alternative Fuels Strategy (2017): According to the prescriptions contained in the Directive 2014/94/EU, the Slovenian Government has announced its quantitative objectives in terms of E-CS and EVs in its National Alternative Fuels Strategy. Optimistic scenario sketched by the Slovenian Government: - By 2020, the Government plans the installation of 1.200 E-CS throughout the country; - By the same year, 5,311 registered EVs are previewed by the Government.

More details about the Strategy in the following chapter (National main actions).

2.3 National main actions (related to e-MOTICON challenge) If Slovenia is to achieve its alternative fuels targets by 2030, in addition to measures for improving public transport, it has to ensure that at least 17% of the cars travelling on its roads are electric or plug-in hybrids (200,000 vehicles), 12% of light commercial vehicles are electric (11,000 vehicles), a third of all buses run on compressed natural gas (1,150 buses) and almost 12% of heavy goods vehicles (just over 4,300 vehicles) run on liquefied natural gas. As the number of vehicles running on alternative fuels will increase, the number of charging and filling stations will have to be increased also, on motorways and elsewhere. Slovenia is one of the first countries in Europe to have installed high- powered e-chargers on its motorway network. This network will be significantly expanded over the next five years, enabling Slovenia to provide coverage of the Trans-European Transport Network (TEN-T) with chargers. With the projected growth in traffic, Slovenia will require 1,200 standard-power chargers for domestic transport by 2020, rising to 7,000 by 2025 and 22,300 by 2030. Slovenia’s main actions and measures are listed and described in the National Alternative Fuels Strategy. According to the Strategy, after 2025 Slovenia is going to limit the first registration of passenger cars and light-commercial vehicles of categories M1 and MG1 and N1, which, according to the manufacturer's declaration, have CO2 emissions above 100 g/km. Five years latter (after 2030) this limit will drop to 50 g/km. The Strategy supports an increase in the number of E-Vs, hybrid vehicles and vehicles using fossil fuels that have a lower adverse impact on the environment than the vehicles we use today. The Strategy proposes sets of measures for each alternative fuel, on the basis of which a detailed Action plan for 2018–2020 is being drawn up (at the moment Action plan is in the proposal phase). Priority is given to measures that establish a charging infrastructure for electric vehicles and for vehicles using compressed and liquefied natural gas; this will enable the government to promote the increased popularity of vehicles that run on alternative fuels. Measures are envisaged for all areas, from financial incentives, co-financing of the construction of alternative fuels infrastructure and amendments to legislation, to the promotion of innovative solutions, the acceleration of economic development, public information and the removal of administrative barriers. Measures relevant for e-mobility are described below. Action plan will be updated every two years. The action plan sets out in detail the resources for the implementation of the individual measures, deadlines and development stakeholders. Financial incentives for the purchase of electric and plug-in hybrids, exemption from the payment of various fees for electric vehicles, free parking, etc. will certainly remain part of these measures. Slovenia promotes the purchase of alternative-fuel vehicles through subsidies for electric vehicles, which are also exempt from payment of annual fees for use of vehicles on roads. There are also favourable loans available for purchasing EVs, E-motorcycles and electric or hybrid-drive bikes whose CO2 emissions are less than 110 g/km. Vehicles with CO2 emissions less than 110 g/km are charged a lower rate (0.5%) on their motor vehicle tax. Some municipalities and providers offer free parking and charging of EVs. In order to ensure that traffic causes the least possible amount of environmental pollution, Slovenia has to promote a sustainable transport policy: pedestrian and bicycle traffic in the settlements and increasing the competitiveness of public transport. But this will not be enough, since due to the dispersed nature of the settlements in many parts of European Regional Development Fund

Report Pag. 35/217 Slovenia it is difficult to replace car use with public transport. Slovenia will therefore have to be sufficiently ambitious in its introduction of alternative transport fuels to ensure that the mobility by private vehicles pollutes the environment as little as possible. This is also one of the objectives of the Strategy. Another key to a faster transition to green mobility in the area of private vehicles is the car industry’s contribution through improvements in the area of electro mobility, the use of hydrogen and fuel cells and innovations and improvements of classical internal combustion engines (ICE). Technological advancements will allow faster development and will allow Slovenia to reach the targets more quickly.

MEASURES Measures to fulfil commitments according to the optimal scenario are divided into different areas that can together ensure that the objectives are achieved. The measures are interdependent and only as a whole guarantee that Slovenia will be able to fulfil various commitments in the field of transport. Measures are described below. 1. Promoting the development of technologies and the economy

Harmonization of the key features of EVs with ICE vehicles (range, price, use of batteries) is expected by 2025. This is regarding to alternative fuels targets relatively late. Measures are foreseen in the field of innovation, research and promotion of the economy.

Connection: #2—SET SUPRA-REGIONAL COMMON MINIMUM RULES ON INFRASTRUCTURE

2. Charging infrastructure

The charging infrastructure for high-capacity chargers will expand in those areas of the TEN-T network where coverage is not optimal and according to the number of EVs. The installation of public charging infrastructure in municipal centres and major towns in Slovenia and the charging infrastructure for multiple dwelling buildings and in private use will be encouraged. Slovenia will ensure that the number of charging points will ensure an optimal ratio between the number of EVs and the number of charging points, that is, seven vehicles per public charging station. It will be ensured that simplified payments for EV charging will be introduced. Ad hoc charging will be enabled for users who do not have contracts with suppliers under favourable conditions that ensure non-discriminatory treatment. Charging infrastructure will have to meet the requirements of the Directive 94/2014 EU. In order to achieve desired interoperability levels, common E-CSs will be equipped with at least Type 2 sockets or connectors for vehicles, as described in EN 62196-2 standard. High-capacity charging stations for AC electric vehicles will be equipped with at least two Type 2 connections as described in EN 62196-2. High-capacity charging stations for DC electric vehicles will be equipped with at least Combo 2 connectors as described in EN 62196-3.

Connection: #2—SET SUPRA-REGIONAL COMMON MINIMUM RULES ON INFRASTRUCTURE Connection: #3—COMPLETE THE MINIMUM INFRASTRUCTURE

3. Financial incentives for vehicles

Slovenia has already implemented financial incentives for the purchase of EVs that cover 50% of the difference in the price of EVs with the price of the same or comparable ICE vehicle. Subsidies are paid by EKO Fund on the basis of public calls. In 2017, the subsidy for the purchase of an EV amounted to EUR 7,500 and for plug-in hybrid to EUR 4.500. Subsidies for the purchase of EVs will be maintained until large-scale production and harmonization of EVs with comparable characteristics of ICE vehicles (as regards the range, use and vehicle price) occurs. It is envisaged to simplify the procedures for granting subsidies and arrange for the subsidization of test vehicles. Subsidies will be gradually reduced as the EV prices will fall. EVs are exempted from payment of the annual tax on the use of roads (Annual Fee on the Use of Motor Vehicles Act, Official Gazette RS, No. 57/08). The exemption is foreseen during the period of EV promotion. Once the number of registered EVs has reached 10% of the total number of registered vehicles by category, the annual tax will be introduced and will be comparable to the annual tax of vehicles with the European Regional Development Fund

Report Pag. 36/217 lowest emissions of GHG and pollutants. The annual tax on the use of roads will be adapted to the environmental parameters of the vehicle and will be proportionate to the emissions of GHG and pollutants. Connection: #1—DEFINE THE BEST POSSIBLE ROLES OF PAs Connection: #5—EMPOWER COMMUNICATION AMONG PUBLIC AUTHORITIES

4. Amendment of legislation and elimination of administrative barriers

Changing legislation and eliminating administrative barriers will provide a regulatory environment that will encourage the use of EVs. Measures are foreseen for: - normative regulation in the field of transport, which encourages positive discrimination for EVs in parking, the use of certain traffic surfaces, special marks or license plates, - integration into advanced systems and advanced communities, - online / user-friendly applications for subsidizing the purchase of EVs, where the vendors will arrange for the beneficiary all documentation, - enabling the EV test drive to be sold as a new one for which the beneficiary could claim a subsidy, - promoting dynamic tariffs, - parking arrangements at places reserved for EVs, - enabling the installation of charging infrastructure for multiple dwellings buildings. Connection: #1—DEFINE THE BEST POSSIBLE ROLES OF PAs Connection: #3—COMPLETE THE MINIMUM INFRASTRUCTURE

5. Provision of public transport

Electrically driven and electrically powered electric buses can significantly contribute to reducing environmental stresses in urban centres, in natural and landscape parks and in protected areas. Incentives will be provided to replace EURO IV public transport vehicles with alternative fuel vehicles, especially in places with poor air quality. The environmental parameters of vehicles for the implementation of the compulsory service of public passenger transport will be part of the tender conditions for granting concessions. By 2030, vehicles used for public transport of passengers should meet the most up-to-date environmental requirements. Connection: #1—DEFINE THE BEST POSSIBLE ROLES OF PAs Connection: #6—GUARANTEE SYNERGY AMONG PRIVATE AND PUBLIC TRANSPORT

European Regional Development Fund

Report Pag. 37/217

6. Promotional activities to promote electro mobility

Personal experience and good knowledge of technological and user information are an important factor in deciding on mobility. In city centres, cars that have the highest GHG footprint will be limited. Car-sharing and co-ownership of vehicles will be encouraged, which can significantly reduce the number of vehicles in the city centres of major cities. For the transition to low-carbon road vehicles, a communication strategy will be developed with information on the traffic impact on climate change and the environment, the characteristics of vehicles on alternative fuels and their properties and the possibilities of use. Modern online information on charging infrastructure for alternative fuels, their use and accessibility and on all forms of sustainable mobility will be prepared. Promotional activities and the promotion of the use of electric vehicles will be carried out in cooperation with non-governmental organizations. A program for the supplementary training of professional drivers (program code 95) will be developed in order to present the advantages and possibilities of using alternative fuels in the transport of goods. In cooperation with the Craft Chamber and the Chamber of Commerce and Industry of Slovenia, information on the use of alternative fuels together with the installation of the charging infrastructure will be prepared. Advantages and disadvantages of the use of alternative fuels in business operations will be presented. Connection: #4—ADOPT AN INTEGRATED, SUPRA-REGIONAL MAPPING TOOL Connection: #5—EMPOWER COMMUNICATION AMONG PUBLIC AUTHORITIES Connection: #6—GUARANTEE SYNERGY AMONG PRIVATE AND PUBLIC TRANSPORT

7. Recommendations to local communities

The Strategy sets out the objectives and paths for achieving the goals at the national level. For the breakthrough of electrical mobility, much has to be done at the local level, at the level of municipalities. Therefore, the Strategy recommends municipalities a list of measures that would be recommended at local level. These measures would accelerate the development of e-mobility, reduce the burden on the environment and deliver a healthier living environment for the people. Recommendations: - Ensuring the installation of public E-CS, including in agglomerated multiple dwelling neighbourhoods, - Ensuring the preparation of decrees for the regulation of parking of EVs in front of a public charging infrastructure or the establishment of procedures for installation of charging stations and parking spaces reservation, - Promoting alternative fuels urban transport and alternative fuels taxi transport, - Driving on yellow lanes, - Exemption of parking fees for electric cars.

Connection: #1—DEFINE THE BEST POSSIBLE ROLES OF PAs Connection: #3—COMPLETE THE MINIMUM INFRASTRUCTURE Connection: #5—EMPOWER COMMUNICATION AMONG PUBLIC AUTHORITIES

European Regional Development Fund

Report Pag. 38/217 National Alternative fuels Strategy Action plan for 2018–2020: Measures to fulfill commitments according to the optimal scenario are divided into different fields that can together ensure that the objectives are achieved. The measures are interdependent and only as a whole guarantee that Slovenia will be able to fulfill various commitments in the field of transport. They represent optimal, but realistic solutions that can be realized with great engagement and effort. They are based primarily on providing adequate infrastructure and on positive incentives. In Slovenia, low-tax rate measures (0.5%) are already in place for motor vehicles for vehicles with emissions of up to 110 g/km CO2, which include electric vehicles. Electric vehicles are further exempt from the payment of annual tax on the use of road vehicles. Co-financing the purchase of energy-efficient vehicles is carried out within the framework of the Slovenian Environmental Fund (Eco Fund). - Promoting the development of technologies and the economy, - charging infrastructure co-financing, - financial and tax incentives, - amendment of legislation and elimination of administrative barriers, - alternative fuels in public transport, - promotional and educational activities, - recommendations to local communities.

Value of measures altogether for 2018 amounts to € 12.3 MIO (€ 11.1 MIO is already guaranteed). For 2019 the estimated value of the measures amounts to € 34 MIO (out of which € 20.2 MIO is already guaranteed) and for 2020 to € 54 MIO (€ 30.3 MIO). (Source: Alternative Fuels Strategy Action Plan 2018–2020, 12 June 2018)

European Regional Development Fund

Report Pag. 39/217 3 GORENJSKA REGIONAL ACTION PLAN

The present document represent the e-MOTICON proposal for the Gorenjska region by the project partner BSC, Business Support Center, Ltd, Kranj, Regional Development Agency of Gorenjska (BSC, Ltd, Kranj) with the support of local administrators of 18 municipalities and stakeholders, for the planning of an interoperable E-CS network.

The RAP of Gorenjska 2019–2030 (hereinafter: RAP) is the basic document at the regional level for the implementation of the e-mobility infrastructure in the region. It defines the benefits of the region development in terms of diffusion of e-mobility infrastructure and knowledge capacity building regarding e-mobility, defines its development priorities and financially evaluates policy measures and actions taken by regional public authorities for the diffusion of e-mobility infrastructure and connected services. It was prepared in accordance with the above mentioned Alpine Space Programme strategic documents and National strategic documents on e-mobility and mobility on alternative fuels and the decision of the Development Council of the Gorenjska region on the 10th Board meeting, on the 14 February 2017, supporting the preparation of this document, and the Gorenjska Regional Development Plan 2014–2020, supporting the development of sustainable mobility in Gorenjska region. Within the Regional Development Plan for Gorenjska 2014–2020, the document is aligned with the objectives under the chapter Environment, Space and infrastructure.

Within the framework of the Regional Development Plan for Gorenjska 2014–2020, the document meets the objectives of the chapter Environment, Space and Infrastructure.

3.1 Identification of Region Gorenjska target groups BSC, Ltd, Kranj, Regional Development Agency of Gorenjska, as the responsible for the preparation of the Action plan realizes that in order for the plan to be effective in its implementation the target groups addressed need to be all 18 municipalities of Gorenjska region and Electro Distributers (Gorenjske elektrarne and Petrol) and other regional facilitators of e-mobility like Tourism Bohinj and SORK (Svetovalni Organ za Razvoj Kolesarstva Gorenjske – Advisory body for development of in Gorenjska).

The process of RAP preparation started in December 2017 and ended in October 2018, following the principles: • The document should be an upgrade of the existing municipal policy documents on Sustainable mobility like SUMPs, Local energy concept and other; • The document should be focused, clear and operational; • Feasibility of actions to be taken is important; therefore the measures will be prioritized on the basis of Multi- criteria analysis; • The clarity of decisions on e-mobility infrastructure and integration in other mobility plans and existing regional and local structures needs to be assured; • The focus is on an agreement on the key local and regional projects, which will make Gorenjska closer to the aim of implementing e-mobility; • RAP must also be based on visions of companies, the state and follow the EU AFID directive; • The results of the measures need to be integrated in present or future business models and thus self-sustainable, however the national financial resources, resources of the European Union (EU) are important for the implementation of the set measures and actions; • The RAP is set to support public-private partnership; • Ensuring connectivity with spatial documents.

RAP was formed in the partnership of the economic sector, public and non-governmental sectors. About 22 individuals from different fields of expertise and 10 institutions or companies were directly involved in the project group of RAP preparation contributing their inputs.

European Regional Development Fund

Report Pag. 40/217 The RAP consists of an analysis of existing municipal SUMPs, Local energy concepts, other documents, and regional development potentials, municipal inputs of planned measures regarding e-mobility infrastructure and work in the project e-MOTICON. On the basis of prepared analysis and findings, guidelines on development and a vision for development of e-mobility infrastructure in Gorenjska region were set. It integrates total 21 municipal actions and actions of RDA of Gorenjska in cooperation also with regional distributer of electricity, for e-mobility development with emphasis on e-mobility infrastructure by 2023 and beyond. The total amount of finances needed to implement the RAP stated measures and actions are envisaged to rounded up 656,000 EUR, from this estimation around 156,000 EUR were already gained and spent and approximately half a million is still needed. This estimation is excluding the actions where a descriptive evaluation of costs was given.

The Ministry of Infrastructure and the Council of the Gorenjska region, which consists of mayors of Gorenjska municipalities, are to give an official opinion on the document. After the adoption of the RAP, for the period of 5 years, an agreement for Memorandum of Understanding is drawn up and signed by all supporting Municipalities.

3.2 Description of the area of intervention The RAP includes the geographical area of Gorenjska as a development region at the level of NUTS 3 and includes 18 municipalities: Bled, Bohinj, Cerklje na Gorenjskem, Gorenja vas - Poljane, Gorje, Jesenice, Jezersko, Kranj, Kranjska Gora, Naklo, Preddvor, Radovljica, Šenčur, Škofja Loka, Tržič, Železniki, Žiri and Žirovnica. Among them is one urban municipality - the Municipality of Kranj, which according to the number of inhabitants belongs to the larger Slovene municipalities. The center of the municipality is Kranj, which is the administrative, economic and cultural center of the Gorenjska region, and the third largest city in Slovenia after the capital city of Ljubljana and Styria's capital, Maribor.

Figure 4: Regions of Slovenia Source: Portal Medicus9

3.2.1 The territory and the morphological aspects Gorenjska is the fourth largest Slovenian region by the number of residents and the sixth by the area. The area is 2,137 km². Gorenjska lies in the north-western part of Slovenia and borders with Austria (), north, Italy (the Friuli- Venezia Giulia region), west, Goriška region on the south-west and in the south to south-east it opens towards the Osrednjeslovenska region.

Gorenjska is an Alpine region. The geomorphologically dynamic surface is characterized by high mountains, among which the highest , the symbol of Slovenia, peaks 2,864 m high from the sea level. 70% of Gorenjska represents the mountain world, only 30% of the surface lies in the valley and flat part of central Slovenia. As many as 40% of the region is located above 1,000 meters above sea level, 65% of the region of Gorenjska is covered by forests, and over 45% of the region includes protected areas of nature, including Natura 2000 sites (94,661 hectares or 44.3% of the region, source: Natura 2000) protected areas of nature.

Present land use is a result of society’s current needs as well as a reflection of historical Land use patterns. In the most recent period, sub‐urbanization is mainly evident on urban fringe and in settlements that are close to the corridor

9 http://www.veterina.portal-medicus.com/index.php/veterinarske-klinike-in-ambulante-v-sloveniji European Regional Development Fund

Report Pag. 41/217 connecting to Jesenice, Kranj and the capital city of Ljubljana. On the other hand, the rural landscape is demographically endangered with ageing and declining of population. Forest and grassland predominate in the structure of agricultural land. The main land use interests are development of buildable land for housing needs, development of economic activities such as trade centers and some industrial zones, sports facilities, infrastructure, agricultural activities, tourism needs as hotels, apartments, golf courses and other leisure facilities, as well as nature reserves and protected areas.

3.2.1 Demografic features Gorenjska region has 203,800 residents (2017). Population density is 95.4 people/km2. The region stands out, now for several years, with the highest share of people aged 0–14 (15.8%). The natural increase in the region was among the highest (1.9 per 1,000 population), while net migration was negative (–2 per 1,000 population), noted in 2015. As regards the share of people with tertiary education (28%), the region has been the second in the country.

Unemployment rate in 2015 was 6.9%. Average monthly net earnings of persons employed in the region were in 2015 below the national average, 1,011 EUR. In 2018, unemployment rate in Gorenjska was 5.5%. In July 2018 there were 2,429 men unemployed and 2,450 women in Gorenjska (SURS, 2018)10.

3.2.2 Economic features Data from 2016 show that the average monthly net earnings were slightly below the Slovenian average (EUR 1,024.92). The average monthly salary or the annual average monthly wages per person employed by legal entities in Slovenia in 2016 amounted to a gross amount of 1,585 EUR. Highest average monthly gross earnings (in municipality Cerklje na Gorenjskem: 2,297 EUR)

In 2015 nearly 19,000 enterprises operated in the region, employing almost 69,000 people. Fast-growing companies accounted for 57% or 9% of all fast-growing companies in Slovenia. GDP per capita in 2015 amounted to EUR 16,437, which was less than the national average.11

The industry is dominated by three branches: the production of electrical machines and appliances, the production of finished wood products and the metalworking industry. The region is one of the most economically developed regions of Slovenia with a strong and diversified industry, crafts and tourism, both summer and winter. In agriculture there is mostly livestock farming and forest exploitation.

3.2.3 Territory description There are 3 town councils in the Gorenjska region (Kranj, Železniki and Škofja Loka). In the remaining 15 municipalities they are municipal councils. The number of town councillors in Kranj is 33, in Škofja Loka 27 and in Železniki 17.

10 https://ess.gov.si/trg_dela/trg_dela_v_stevilkah/registrirana_brezposelnost#Statistične%20regije 11 Regije v številkah – SURS: https://www.stat.si/StatWeb/File/DocSysFile/9374/regije_v_stevilkah_2017.pdf, and https://www.stat.si/obcine, found on net 29. 10. 2018 European Regional Development Fund

Report Pag. 42/217

Figure 5: Municipalities of Gorenjska region Source: Ministrstvo za obrambo, URSZ, 201812

3.2.4 Infrastructure features Gorenjska is well connected by roads and rail. The main road connections from Gorenjska lead to Austria (W), Ljubljana (SE) and Italy (SW). Rail connection is sufficiently connecting Ljubljana and Jesenice, going through Škofja Loka, Kranj, Radovljica, Lesce - Bled and Žirovnica. From Jesenice the rail connection goes whether to Austria or to Bled, Bohinj and Italy. Railway SI-AT going through Jesenice is a part of the Baltic-Adriatic Corridor, the cross-border sections in terms of their compliance with the TEN-T requirements are still facing important bottlenecks. The highway to Jesenice is a class 1 highway connecting Jesenice to Austria (W) and Ljubljana (SE). Local roads are mostly in good condition. All municipalities have bus connections, bus and rail connections are being synchronized to reduce waiting times. Projects improving infrastructure for parking bicycles, e-mobility infrastructure and mobility, pedestrian infrastructure, safety measures and infrastructure are planned in local SUMPs and other municipal spatial documents.

12 http://sos112.si/slo/izpostava_page.php?IzpostavaID=2&src=104.htm European Regional Development Fund

Report Pag. 43/217

Figure 6: Main highway to AT Figure 7: Main highway connection to IT (Source: Google maps, 2018) (Source: Google maps, 2018)

Figure 8: A2 conecting Gorenjska with Ljubljana and AT and IT Source: DARS13

In Slovenia, there are almost 39,000 kilometers of public road network.

Table 3: The state of play of road connection in Slovenia in 2017 Road category Length in km Managed by Motorways and expressways 781 DARS d.d.

13 https://www.dars.si/Interaktivni_zemljevid European Regional Development Fund

Report Pag. 44/217 Main roads 807 DRSI Regional roads 5,129.00 DRSI Local roads 13,361.00 Local communities Public routes 18,885.00 Local communities Source: Directorate of the Republic of Slovenia for Infrastructure, 2018.14

Table 4: Density of the public road network [km to km2] in Gorenjska: Municipality km within km2 Bled 1.7 Bohinj 0.4 Cerklje na Gorenjskem 2.2 Gorenja vas - Poljane 2.7 Gorje 0.5 Jesenice 1.8 Jezersko 0.6 Kranj 2.5 Kranjska Gora 0.6 Naklo 2.7 Preddvor 1.1 Radovljica 2.3 Šenčur 3.4 Škofja Loka 2.7 Tržič 1.1 Železniki 1.6 Žiri 2.4 Žirovnica 1.4 Total km within km2 31.7 Source: SURS, 2018

14 http://di.gov.si European Regional Development Fund

Report Pag. 45/217

Figure 9: Slovenian railway connections: Map of Slovenian rail network (Source: Wikipedia15, 2018)

Figure 10: Rail connections Source: Slovenske železnice16

15 https://sl.wikipedia.org/wiki/Zgodovina_železnice_v_Sloveniji#/media/File:Railway_map_of_Slovenia.png 16 http://slo-zeleznice.si/en/passenger-transport/timetable/network-map European Regional Development Fund

Report Pag. 46/217 The above map is showing passenger train connections as well as the train connection for fright transport.

Total length of the railways in Slovenia is 1,207,701 km. Length of the single-track railways is 874,162 km. Length of the two-tier railways is 333,539 km.

3.2.5 Mobility Analysis: modal split / average daily travel / desired lines grid for systematic mobility

3.2.5.1 Bled The lies in the midst of a dynamic surface, glacial transformed landscape, at the transition from the Radovljica basin to the eastern foothills of the , thus representing the doors to the very popular destination of Bohinj and . Therefore, besides the day-to-day daily migration of the domestic population, Bled is further burdened with dense motor traffic, which deteriorates the quality of life of citizens. Motor traffic increases the needs of road infrastructure and endangers the “weaker” road users, while still facing poor public transport infrastructure. There is still the need to improve cycling routes and footpaths.17

Demographic image is negative. Between 2008 and 2016, the number of inhabitants decreased by only 2%, but the worry is that the negative increase in the population (-7.7 ‰ in the municipality of Bled and 0.9 ‰ in Slovenia) and the large share of the elderly population (5.8% of the elderly over 80 in the municipality of Bled and 4.7% in Slovenia).18

Regarding traffic, there are problems in terms of extending travel distances, since there is an absence of a competitive public transport, the main mean of transport is car transport. 62% of the inhabitants of the Municipality of Bled daily migrate to work in other places. 43% of people are daily migrating to work in Bled from other areas. 71% of people use a car for transport to work and to school, 77% after work for errands, 87% for a trip to Bohinj, 93% for a trip to Radovljica and so on.19

On the basis of the situation analysis and the completed surveys, public passenger transport (PPT) does not use all the potential in the municipality. The possibilities for upgrading are mainly in the optimization of routes and timetables, the integration of PPT into school transport, upgrading the information system and the ticketing system, expanding the service and fleet, renovating stations and stops and improving the business model. There is also a great opportunity in multimodality (interlacing different modes of transport) and better integration of PPT forms with the remaining modes of transport (e.g. today, there is no provision for passengers wishing to board a bus or train by bike).20

In motion is the planning, construction and building of the northern and southern bypass roads, which will reduce the traffic pressure in the center. The plan is also to invest in the tourist transport, since Bled is one of the most touristic destinations in Gorenjska.

3.2.5.2 Bohinj The goal of Bohinj municipality is to improve the living and working environment and to reduce the impacts of traffic on the natural environment by changing the traffic habits and the traffic regime.

The majority of tourists in Bohinj still come with personal vehicles, which is reflected in the high traffic load of roads and parking areas, especially in summer peaks. According to DRSI21 data, on the state road at the countable town of

17 SUMP Bled 16, 17, 18, 19SUMP Bled

21 Directorate of the Republic of Slovenia for Infrastructure European Regional Development Fund

Report Pag. 47/217 Ribčev Laz in 2016, 1,066,186 vehicle transitions were recorded, of which 34% were in July and August. Over the past years, the municipality has launched a number of infrastructural and soft measures that promote the use of sustainable mobility: the construction of cycling routes, the upgrading of parking spaces with a traffic management system, the purchase of a tourist boat, promotion of the public transport use… Even so, the railway and public bus are underutilised.

Due to the dispersal of the settlement, the people of Bohinj are mainly dependent on their own transport. With 517 vehicles per 1,000 inhabitants, the municipality ranks among the Slovenian average (518). In the worst situation are older people and adolescents without their own transport, who live in mountainous settlements, where there is no public transport, with the exception of school buses.

To limit the use of passenger cars, the Municipality introduces measures of soft mobility (set-up of E-CS, e-boats…), increasing parking spaces, developing smart transport system (info boards), building cycling and pedestrian infrastructure and slowing down traffic in the settlements.

For e-mobility, just in the 2017, 3 E-CS were set-up, in 2018 there were 4 public E-CS and 2 private ones in a camping area and at the hotel Park in .

In 2018 the transport of elderly people and people with disabilities, who cannot go for the visit to a doctor, has begun. Transport is done by an electric car. Two electric cars are available for rent in the Danica camp or at the Bohinj Tourist Board from summer season 2018. The is also a partner in the project Intergenerational Centers, which was registered for the LEAG programme, in which Bohinj Municipality will purchase an electric car for the needs of the mobile social service.

The municipality is implementing e-mobility measures also when building new parking lots. The Spatial Act stipulates that it is necessary to provide one charging station for electric cars at 50 parking places.

3.2.5.3 Cerklje na Gorenjskem The municipality of Cerklje na Gorenjskem is a sustainable and economically viable municipality that provides high quality of life, has regulated, efficient and safe transport connections. Cerklje na Gorenjskem has a favorable position at the transition from the Ljubljana basin to the high mountain world of the Kamnik-Savinja Alps, the junction of the rich natural environment, the cultural landscape and the way of life of local people, which is enriched with the environment and the hospitality of the people living there.

In the southern part of the municipality lies the central international airport in the country. The airport has great economic importance for the area of the municipality. The development plans of the airport date to 2040, when it is expected to become a leading provider of airline connections and services for passenger and freight traffic in the region and to achieve the following objectives: - 4.1 million passengers per year (in 2010, passenger traffic at the airport consisted of 1.4 million passengers), - 60,000 tonnes of freight traffic per year (in 2010, the freight traffic at the airport was 17,310 tonnes), - 88,000 aircraft movements per year (in 2010, there were 42,569 aircraft movements at the airport). In the extreme northern part of the municipality lies the ski center Krvavec, which, according to the Strategy of the Construction of Cableways Systems in the Republic of Slovenia, taking into account, above all, natural features, is considered the first (most promising) group of ski lifts in the country. The current local energy concept of the municipality (LEK) includes measures about the ways of future energy supply and use and for the efficient use of energy. Policy in the transport sector in the municipality directs the development of this sector to the path of sustainable mobility by promoting effective private and public transport, hiking and cycling. The general measure that follows this direction is to support free parking spaces for electric vehicles in the field of e-mobility. In addition, a general measure

European Regional Development Fund

Report Pag. 48/217 to encourage the spread of alternative fuel vehicles is supported by the introduction of new technologies through the introduction of buses to alternative fuels (e.g. biodiesel, LPG, etc.). Currently, two public gas vehicles are in use. Every project in the field of transport should be accompanied by promotional activities that bring traffic from energy and the environment closer to people.

3.2.5.4 Gorje Municipality of Gorje measures 116 km² and has 2,830 residents (SURS, 2016). The neighbouring municipalities are Bled, Jesenice, Kranjska Gora. The municipality lies on the elevated terrain, 562.2 m above the sea level. The municipality is connected to other areas with three main roads, one coming from the highway Jesenice and the other two from Bohinj and Bled. Partially the area of the municipality is under , it has an area for skiing and ski cross country running in winter and in it is visited for the activities in the nature and for the natural heritage. For the mentioned reason there is a traffic load due to tourism, reaching peaks in tourism seasons. Traffic is hindered because some roads and public roads are too narrow; whereas national roads are not satisfactorily maintained; there is a lack of parking spaces. Through the village core, a state road is very busy, but the construction of a bypass is beyond the competence of the municipality. The municipality has in September 2018, set the table for measuring traffic and speed and marked pedestrian path to increase road safety. The economy is based on wood industry, smaller farms, tourism, production and other business. The roads are therefore burdened with fright traffic. There is no rail connecting the municipality with other areas. The public transport is limited to bus. Most people use personal car. Every second person in the municipality had in 2016 a car (54 cars per 100 inhabitants); which was on average 10 years old. In the field of transport the emphasis of municipal measures are to reduce car traffic and to develop sustainable and efficient long-distance transport. The municipality supports public road transport on alternative fuels and e-mobility with free parking spaces for e-cars. Among persons aged 15–64 (i.e. working age population), approximately 62% are employed or self-employed persons (i.e. persons in employment), which is more than the Slovenian average (60%) (2016, SURS). Daily migrations apply to work and educational purposes to the neighbouring municipalities and Ljubljana. Most residents work outside municipality. The population is aging and the aging index is higher than the average for Slovenia.

3.2.5.5 Gorenja vas - Poljane The total area of the municipality is 153.3 km². Poljanska valley on the south side is surrounded by Polhov Gradec hills, on the north side Škofjeloška hilly area and on the western side hilly area of Cerkljansko. Settlements lie mostly in the valley, and mountain hutches and lonely farms sometimes reach over 1,000 m above sea level. The geographical position does not favour any main road or rail connections to the other parts of Slovenia. The municipality has poor traffic connections to main roads and the same goes for bus connections within the area - difficult mobility across the area, with road freight congestion. The municipality has in the year 2018, 7,541 residents. The natality rate is positive, however more people moved out than moved into the municipality. It is one of the rare municipalities where population is not aging and the average age is less than the Slovenian average. Among persons aged 15–64 (i.e. working age population), approximately 65% were employed or self-employed persons (i.e. persons in employment), which is more than the Slovenian average (60%) (2016, SURS). Economically municipality puts emphasis on tourism sector in cooperation with the neighbouring municipalities (Škofja Loka, Žiri and Železniki). The aim is to attract more daily visitors and tourists to the area and increase the average night stays. This is connected to traffic flows. Therefor the road connections need to be improved, since the railway stops in Škofja Loka.

European Regional Development Fund

Report Pag. 49/217 In 2016 every second person in the municipality had a car (55 cars per 100 inhabitants); which was on average 11 years old. The municipality is investing in the road infrastructure, especially in the maintenance and road safety. In 2017 they have planned new bus station and build new small parking lot. However the traffic is based predominately on the personal vehicles. Public transport is based on public bus and school buses for children.

3.2.5.6 Jezersko Municipality of Jezersko measures 68.8 km2 and has 650 residents. In the west it borders on the Tržič municipality, in the south to the municipality of Preddvor, in the south-east to the Kamnik municipality and the municipality of Solčava, and in the north and east to the Republic of Austria. The municipality has two settlements, the Upper and Lower Jezersko. The municipality has 12.8 km of national road (R1 Preddvor–Zg. Jezersko), which leads through the narrow valley of Kokra and Jezernica to Zg. Jezerski and further to Jezerski vrh on the border with Austria and represents the main traffic connection of the municipality. Jezersko is 27 km away from the Kranj–Ljubljana motorway, or to say otherwise, there is 33 minutes drive. The motorway on the Austrian side is 46 km away, which means 51 minutes drive. The terrain is mountainous. There are 2 settlements, other houses are scattered across the area. The natality rate is negative; however the population is aging slower than the Slovenian average. The economy is based on tourism and farming. In 2015 there were approximately 60% of employed or self-employed persons (i.e. persons in employment) among persons aged 15–64 (i.e., working age population), which is more than the Slovenian average (58%). Most of the residents daily migrate to work to other municipalities. Daily travel of the residents several times per day is also connected to daily errands, like going to a shopping center, attending high school or for acquiring higher education, taking children to music school, going to the pharmacy etc. Bus connections with Kranj are available 3x daily for work and additional 4x school hours, on Sundays there is no public transport. Poor public transport connections with the Brnik and Klagenfurt airports and with the major urban centers accessible by rail are a limiting factor for the development of sustainable tourism, which the municipality recognizes as an area with a high development potential. In 2015 every second person in the municipality had a car (57 cars per 100 inhabitants); which was on average 10 years old. Promoting sustainable mobility aims to increase people's awareness and promote the use of public transport, the use of bicycles and walking, and the gradual introduction of electric vehicles into municipal fleets.

3.2.5.7 Jesenice The has an excellent traffic geographical location with state and international companies, developed industry, trade and various administrative, educational sectors. Jesenice is densely populated municipality. The dependence on motor transport increases the need for road infrastructure and endangers the “weaker” road users, while also facing poor infrastructure of public passenger transport, unregulated and dangerous cycling and footpaths. Additionally, accessibility is often limited due to liner barriers, such as railways, the Sava River and the motorway.22 The sociodemographic image is negative. From 2002 to 2016 the number of inhabitants decreased by approx. 5%. Despite the positive natural increase, employment is declining, especially highly educated people are moving away. The number of older people over 65 is increasing. The city of Jesenice and the larger settlements are just beside the A2 motorway, the Karavanke–Obrežje tunnel and the Jesenice–Ljubljana and Jesenice–Nova Gorica railway lines. Because of the city itself, the road network is relatively inefficient. Most of the main connections take place in the East–West direction, while there are less cross-line, North– South, links. The result is a longer travel time and the associated costs and increased emissions.23 From 2002 to 2015 the trend of rising travel distances and the motorization rate increased from 376 to 459 vehicles per 1,000 inhabitants. The motorization rate is below the Slovenian average (523 vehicles per 1,000 inhabitants). There is a pronounced driving culture among the people. Travel habits survey shows that most daily trips are done by car, 76% of trips to work or school, 63% of trips for running errands. Public transport is uncompetitive. 80% of

22 SUMP Jesenice 23 22SUMP Jesenice European Regional Development Fund

Report Pag. 50/217 inhabitants do not use public transportation or they use it once per year. Smaller settlements have almost no alternative to the car use. The bus connections are insufficient, mostly used for the transport to school, for other uses inconvenient. Rail transport lacks accompanying infrastructure and the traveling time is longer as per car travel. Bicycle infrastructure is insufficient and in some cases dangerous. Bike sharing system is being established; however the bikes are not appropriate for the dynamic terrain.24 There are an insufficient number of parking spaces in front of multi residential buildings and public parking areas. Dimensions of old parking garages do not correspond to present size of vehicles and thus hindering their usability.

3.2.5.8 Kranjska Gora The municipality of Kranjska Gora lies in the north-west of Slovenia, on the border with Austria and Italy, at the foot of the Julian Alps and Karavanke, in the narrower area of the Triglav National Park. Kranjska Gora is the municipal center and the largest place of the . It is also a mountain tourist destination and an important, world- famous winter sports center. Tourism traffic peaks are characteristic for tourist seasons. Kranjska Gora is one of the strongest municipalities in terms of tourism, especially in winter. Municipality measures 256.30 km2 and had in 2016, 5,289 residents, of which 28.34% were employed. Number of persons in employment (per domicile) was in 2016, 2,046 people. The main economic sector is tourism and wood industry, small farms and business sector. Natality rate has been negative. The number of vehicles was for the same year 2,858. In terms of connectivity to other municipality in a maximum of half an hour drive one can reach the motorway in Italy (), Austria (Villach) or Slovenia (Karavanken tunnel). The nearest train station is Jesenice, 20 km away, from/to where there is a bus connection. Ljubljana airport is less than an hour's drive away. Even though there is a public bus transport, the predominant mode of transport is by car. Municipality is supporting sustainable mobility, cycling and walking. In terms of e-mobility some actions for setting up E-CS were taken.

3.2.5.9 Kranj Kranj municipality is well integrated into regional traffic flows, having good location and providing good logistical conditions for the economy. The massive use of diversified road network brings with it certain negative effects on the quality of life. Strong traffic flows by labour migration, economic activity and tourism development, create the need for investment in road infrastructure. Since the development of most activities in relation to existing travel habits is linked to road transport, in the future, with no more radical changes, one can expect the cost increase for infrastructure and environmental impacts. Pedestrians and cyclists do not have adequate infrastructure (narrow sidewalks, small bicycle surfaces) and competitive public transport services. The number of people over 65 years of age is increasing. The consequences of the age structure change will reflect in the changed mobility habits of the inhabitants. The need for adaptation of the existing infrastructure for the elderly population will increase. From 2000–2015, the number of daily migration to work by citizens increased significantly. In 2000, 66% of the population went to work within the municipality, in 2015 only 49.7% of them remained. Half of the employees travel to work outside the municipality, generating strong traffic flows and raising the need to maintain road infrastructure. On average, the household cost for a car purchase and maintenance is 400 euros a month. Municipality encourages local employment and provides alternatives to car use for the purpose of getting to work. Residents of smaller towns have very few alternatives to car transportation. Bus stops are poorly equipped in some places, and the frequency is not satisfactory for most residents. In smaller towns, the bus is mainly used by school-age children, and the rest do not see it as a suitable alternative. Only 3% of the inhabitants use the daily long-distance bus.

European Regional Development Fund

Report Pag. 51/217 For cycling, safety conditions outside the settlements are inadequate and there are few connections, cycling from small settlements towards Kranj is rare. The Municipality will repair the worn-out roads, together with the external experts establish a car sharing system, establish P + R system and build other necessary parking spaces. For the implementation of public services, the Municipality will buy environmentally friendly vehicles and with the external experts, will provide for the expansion of the network of electric e-charging stations.

3.2.5.10 Naklo The surface of Municipality Naklo is 28 km2 and has approximately 5,300 residents (SURS, 2014). The area is connected to the Slovenian motorway cross in the direction of the Ljubljana–Tunnel of the Karavanke A2, which represents one of the main traffic roads from the northern part of the continent and one of the main touristic traffic connections in Europe (E 651). In parallel with the highway, a regional road connects the area with Kranj, Tržič and Radovljica. The area is connected via Kranj to the Slovenian international rail network. The area of the municipality is connected to the central state airport – Jože Pučnik Airport Ljubljana with the highway and the regional road (15–20 minutes accessibility). There is no rail passenger transport in the municipality. Bus transport is transit, carried out by the company Integral Jesenice and Alpetour Kranj. School transport is organized in the area of the municipality. The natality rate was in the year 2014 negative; however the number of people moving into the municipality was higher than the number of people moving out. The average age is lower than the Slovenian average. Among persons aged 15–64 (i.e. working age population), approximately 59% were employed or self-employed persons (i.e. persons in employment), which is more than the Slovenian average (57%). Economy is based on different kinds of industry and production (metal works, concrete products, office and shop furniture, wood works…) and business. Almost every other resident in the municipality had a car (56 cars per 100 people); which was in average 9 years old. (SURS, 2018). In the municipality of Naklo there are 81.7 km of roads, of which 25.2 km are national roads (regional categories) and 56.5 km of municipal roads. In the municipality of Naklo there are 9 countable traffic points on the state road. The reason for daily migrations is in average connected with work and education. Personal car use is predominant, since it enables flexible and fast transport anytime and anywhere to other parts of Slovenia.

3.2.5.11 Preddvor The share of transport accounts for almost 40% of total consumption at the level of final energy consumption in Slovenia. Most of this energy is imported by Slovenia, with an annual cost of over 1 billion euros. With the gradual introduction of e-mobility that would exploit locally produced electricity as a primary energy source, this money could remain in Slovenia, while helping to make more efficient use of energy, as well as a substantial reduction in CO2 emissions. The municipality of Preddvor measures 87 km2 and has 3,619 (2018) residents. The average age of the residents was in 2014, 42.725 years. The population density is lower than the Slovenian average. The birth rate is negative; however people do move to Preddvor municipality. Almost every other person in the municipality had a car in 2014 (54 cars per 100 inhabitants). Migrations to work outside the municipality are related to most of the working population. Municipality promotes sustainable mobility and optimization of motor transport, and therefore successfully applied for the Eco Fund tender for the purchase of the e-charging station for electric vehicles. With the installation of an electric charging station in the center of Preddvor one of the many sustainable mobility measures that are enshrined in an integrated transport strategy is fulfilled. The money for the purchase and installation of the charging station is also financed by the Eco Fund. Installation of the second electric charging station and free charging encourages citizens and other potential users to invest in vehicles and space for charging electric cars that will soon be more numerous on Slovenian roads. The Municipality of Preddvor is planning indicative projects and activities among which address the following activities for electric mobility: the purchase of electric vehicles for the needs of primary schools, fieldworkers of

25 SURS, found 2. 10. 2018 on https://www.stat.si/obcine/sl/2014/Municip/Index/128 European Regional Development Fund

Report Pag. 52/217 municipalities and societies (possibility of sharing for transportation of children and elderly people); arranging electric filling stations with parking lots in the center of the Preddvor and at the gas station; accelerated use of existing electric bicycles (TIC) among citizens.

3.2.5.12 Radovljica Municipality of Radovljica is well integrated into transport systems, which enable the population to have good mobility and access to key markets for the economy. Due to the high level of motorization, the need for investment in road infrastructure is high, but often the needs of the remaining road users who are experiencing poor public transport infrastructure and dangerous cycling routes and footpaths are often neglected. Between 2002 and 2016, the number of inhabitants increased by 3%. Most of the new inhabitants moved to the city of Radovljica, where the number increased by four percent in the last eight years. The age structure of the municipality since 2001 indicates aging of population. In the last 15 years the average age of the population increased by four years. The consequences aging population will begin to be reflected in the changed mobility habits of the inhabitants. There will also be increased needs for adaptation of the infrastructure for the elderly population. 15% more workers migrate to work to other municipalities than they come to Radovljica to work from other municipalities, which means negative economic and environmental consequences. Employees do longer routes, which cause more discharges with vehicles, but at the same time, lots of time is lost. Most of the work migrations, 77%, are done by car. The use of motor vehicles has increased significantly over the past 15 years. This is shown by data on the motorization rate in the municipality of Radovljica, which climbed from 444 in 2001 to 527 vehicles per thousand inhabitants in 2015. The figures show an above average number of vehicle owners compared to the Slovenian average (523 vehicles per thousand inhabitants). Driving by car is the dominant mode of transport. Measures in the field of e-mobility will include spatial planning based on comprehensive environmental, spatial and economic analyses, with regard to the establishment or upgrading of infrastructure for introducing mobility to alternative fuels, promoting the introduction of public transport means to alternative fuels, multimodal connectivity (new e-car modes – car sharing – the introduction of rental of electric cars for local and long distance connections), intelligent alternative mobility management solutions (mobile applications for smart sites, information websites, placement, E-CS or other in interoperable and roaming systems, etc.).

3.2.5.13 Šenčur Municipality of Šenčur measures 40.3 km2 and is known for its business zones and the proximity to the National airport. In Šenčur the number of inhabitants is 8,592 (2018, SURS) and is growing faster than average number of inhabitants in Slovenia. The total population increase positive. The number of the youngest is higher than the number of the oldest, which is a feature of only a few Slovenian municipalities. By increasing the number of young people can be expected to increase the need for quality and safe urban areas and areas that will be intended only for pedestrians and cyclists. The economy is based on farming, tourism and business sector. Most of the working population drives to work in the neighbouring city municipality Kranj. In Šenčur they are several publically available E-CS stations set up. The establishment of the P + R system in connection with bus lines to Ljubljana and in the vicinity of connections to the AC for the purpose of switching between different travel modes, for the needs of travel and for the needs of major events is planned untill 2021. Another innovative public service that they are planning to establish is a drive-by-call system for older and less mobile citizens and for people without their own car. It’ll be a public taxi service. With the introduction of the car sharing station and the electric bike rental system, sustainable mobility also results in more distant destinations. All mobility networks will be designed to allow intermodality. The citizens will combine a European Regional Development Fund

Report Pag. 53/217 system of different transports without any effort. Thus, this scenario represents the most complex approach to sustainable mobility. All foreseen measures are intensively promoted by major stakeholders.

3.2.5.14 Škofja Loka The inhabitants living in the Municipality of Škofja Loka make the largest share of their daily journey by a passenger car, in which the users are mostly transported by themselves. A passenger car is also used when the routs are short and could be made on foot or by bicycle. The motorization rate, which in the municipality amounts to 522 passenger cars per 1,000 inhabitants, has an impact on the use of passenger cars. Škofja Loka municipality has about 23,000 inhabitants (approximately 11,300 men and 11,700 women). The average age of citizens is 41.6 years. It is lower than the average age of the population of Slovenia (43.0 years) and is rising faster than the average in Slovenia. It is expected that in the next twenty years, the population of the Škofja Loka municipality, older than 65, will increase by almost 50%. In 2015, the number of live births was higher than the number of deaths. The natural increase per 1,000 people in the municipality was therefore positive this year, amounting to 3.0 (in Slovenia 0.4). The number of those who moved out of this municipality was higher than the number of those who immigrated to it. The net migration per 1,000 inhabitants in the municipality was therefore negative, amounting to -2.4. The sum of the natural and the net migration per 1,000 inhabitants in the municipality was positive, amounting to 0.6 (the same as in Slovenia). Due to demographic changes, especially the aging of society, the mobility habits and needs for mobility will also change. Support for greater use of more environmentally friendly vehicles is shown in set-up of an e-charging station. The expansion of the network of electric charging stations and gas filling stations will be carried out with commercial providers. Gradually, the fleet of municipal administration will be replaced by vehicles on more environmentally friendly sources. At the same time, other companies and public institutions in the municipality will be encouraged to follow the moves of the municipal administration. A parking policy that will allow for more favourable and more affordable parking of alternative-vehicle vehicles will encourage the replacement of vehicles on fossil fuels and the hiring and sharing of alternative-powered vehicles. The use of a car and other forms of motorized traffic is important and in many cases indispensable, an optimal form of mobility, especially where other forms of mobility is not effective or is impracticable.

3.2.5.15 Tržič In 2015, according to Eurostat data, Slovenia reached the ninth place in the European Union in the motorization stage. Expenditure of the average household in Slovenia for personal mobility ranks us first, in front of all EU members. Similarly in the municipality of Tržič: almost every household is heavily dependent on a car, in some places two or even three. GHG emissions from transport in Slovenia increased by 194% in comparison from 1986 to 2012. Also in the EU, GHG emissions from the market greatly exceed growth; in the period 1990–2014 they increased by 13% (in Slovenia at that time by almost 97%). The main source of TGP is mostly road transport, which contributes as much as 99% of all TGP emissions. The share of traffic discharges in total TGP emissions (32.5% in 2014). (Arso, 2018)26 Tržič with 517 vehicles per 1,000 inhabitants is a highly motorized municipality, which requires a high degree of diversification of the road network. The municipality is well provided with the road system and has a good access to the municipality along with roads on the state level and an effective transit through the municipality. The problem is the tightening of the road network in the immediate city center and the dependence of settlements in the north from a single road connection.

26 http://kazalci.arso.gov.si/?data=group&group_id=4 European Regional Development Fund

Report Pag. 54/217 Depending on the demanding topography of the municipality, a local accessibility is appropriate. With the main and regional roads, the municipality is well connected to the neighbouring municipalities and to the road network of the Republic of Austria. The automobile regularly uses as many as 89% of the citizens (of which 72% are in the role of driver). The use of a car is somewhat less regular among older people - half of the respondents (50%) questioned among people over 60 years of age (almost every day), while among schoolchildren (58%), the unemployed (50%) and pensioners 48%). The frequency of using a car is increasing with the level of education, so 81% of those with higher or higher education are driving by car every day (as drivers).

Figure 11: Contribution of the transport sector to total emissions of the main air pollutants in Europe Source: European Environment Agency, published on the 5 December 201727

3.2.5.16 Železniki The Municipality of Železniki faces challenges regarding traffic: diffused settlement structure, the high level of the terrain and travel habits associated with the place of employment or education. In the area of the municipality of Železniki only bus transport was developed in the field of public passenger transport. The highest frequency of bus routes is due to the economic and administrative attachment on the Železniki–Škofja Loka route. The users emphasized the lack of bus transfers on the mentioned route in the morning (the beginning of work). Inappropriate bus timetable is also reflected on weekends. The absence of bus arrivals does not meet the needs of citizens for public transport. Result is an increased use of passenger cars for daily migrations. Regional road R2-403 is the most important traffic connection in the municipality for residents of the municipality and transit traffic. On some sections of the mentioned road, the average annual daily traffic is over 5,000 vehicles. 82% of respondents replied that they use a car from all modes of transport. Daily traffic flows in the area of the municipality are mostly directed towards Škofja Loka as a major employment, administrative and service center. 92% of the working population works outside the municipality of Železniki in most cases in larger centers, such as Škofja Loka, Kranj or Ljubljana. 76% of those employed in the municipality of Železniki (without the citizens of Železniki), they drive to work from the aforementioned towns. This shows the concentration of traffic in the time of arrivals and departures on the traffic axis in the direction towards Škofja Loka. As the main two reasons for using the car as a transport mode, the speed and practicality were determined after the survey was carried out. In addition to the necessary infrastructure, bus service tailored to the elderly, “transport on call” is an important solution. It would allow access to the center of the municipality and other settlements for less mobile residents of distant settlements, to which it is not economically justified to establish new bus lines. Daily traffic through the segment is burdened by local traffic, and due to production areas, the segment is burdened by heavy freight. One of the main challenges in the municipality is the limited development of road infrastructure due to difficult access and

27 https://eea.europa.eu/data-and-maps/indicators/transport-emissions-of-air-pollutants-8/transport-emissions-of-air-pollutants-5 European Regional Development Fund

Report Pag. 55/217 distance from the main national road transport axes. The Municipality plans investing less in the road infrastructure related to the personal car use.

3.2.5.17 Žiri Municipality Žiri lies in the western part of Slovenia, with the surface of 49.2 km2 with approximately 4,850 residents. The Municipality of Žiri is surrounded by the municipalities of Gorenja vas - Poljane, Cerkno, and Logatec. The natality rate is positive; however the number of people that moved out of the municipality is higher than the number of people moving in. The average age of the residents is lower than the Slovenian one. Among persons aged 15–64 (i.e. working age population), about 69% were employed or self-employed persons (i.e. persons in employment), which is more than the Slovenian average (60%) (SURS, 2016). Most areas of the municipality are covered with forest land (62.6% of the area of the municipality), followed by agricultural land (32.1%). The economy is based on manufacturing industry, like shoemaking and industrial liquid production, window production and innovative development, then printing, commerce and similar. In tourism sector the municipality aims to connect with neighbouring municipalities to develop, promote and market tourism services. Every second person in the municipality had a car (54 cars per 100 inhabitants); which was on average 11 years old. (SURS, 2016) The regional roads R2 Logatec–Žiri, R2 Žiri–Trebija and R3 Pečnik–Jury run through the territory of the municipality. The predominant choice of transport is personal car. Public passenger transport includes regular bus connections with Škofja Loka and Idrija, connections to Ljubljana (via Škofja Loka and Logatec), school bus to Idrija, connection with Smreč and bus service leading to Vrsnik. In the area of the town of Žiri and Selo, intermediate bus stops are arranged at distances of approximately 400m. In the urban area, the development of non-motorized traffic, such as cycling and walking, is promoted. The municipality aims at establishing a supportive environment for sustainable mobility.

3.2.5.18 Žirovnica Žirovnica municipality lies in the northeastern part of Gorenjska, on the northern edge of the Ljubljana basin. In the north, the area is limited by the state border between Slovenia and Austria; in the east it borders on the municipalities of Radovljica and Tržič, in the west to Jesenice and in the south to the municipality of Bled. The area of the municipality is 42.39 km2 large. The number of residents in 2016 came to a count of 4,360 people. The natality rate is positive; however more people moved out of than into the municipality. The average age of the population has been higher than the Slovenian average. Among persons aged 15–64 (i.e. working age population), approximately 64% were employed or self-employed persons (i.e. persons in employment), which is more than the Slovenian average (60%). Every second person in the municipality had a car (56 cars per 100 inhabitants); which was on average 9 years old. (SURS, 2016) The municipal economy is based on industry and business and in low percentage on farming. Farming in nowadays connected to tourism. People are daily commuting to work to other municipalities, like Jesenice, Kranj or Ljubljana. In regard to traffic flows all settlements in the municipality are well connected with the transport network and the highway. The major problem is caused by narrow sections of village cores through which the main roads lead (e.g. Vrba, Breznica, Smokuč …). At peak times and special occasions (e.g. the holiday in Vrbja) the traffic is thickened, it is difficult to meet with buses and agricultural machinery …, the safety of pedestrians and cyclists is compromised. At the same time, the dense traffic through settlements makes it impossible to arrange and establish a traditional village cemetery / market, threatens the old farm houses - heritage and lowers the quality of life of people living along the roads. As a result of this, it is essential to seriously deal with the regulation of traffic within settlements in the future. More attention will need to be devoted to a more comprehensive and sustainable planning of a diverse mobility of citizens (auto – train – wheel – speed). (OPR Žirovnica, novelacija, 2014)

European Regional Development Fund

Report Pag. 56/217 Circulating vehicles

Table 5: The number of vehicles in 2017 by type and municipality

T Bled Bohinj Gorenjskem Cerklje na Poljane vas Gorenja Gorje Jesenice Jezersko Kranj Kranjska Gor Naklo Preddvor Radovljica Šenčur Škofja Loka Tržič železniki Žiri Žirovnica

y

p

of vehicleof

a

-

Motor v. 5702 3724 6324 5745 2170 11626 466 36648 3809 4101 2516 13059 6941 15060 10006 4658 3566 3213

total

Personal 4464 2737 4513 4195 1543 9972 376 29833 2897 3024 1964 10219 5132 12114 7976 3606 2637 2501

motor v.

29 14 43 25 14 60 4 350 19 30 17 100 46 98 91 14 21 23

Special

passenger cars

1 4 13 21 0 0 0 201 12 0 0 4 2 9 9 7 25 0

Buses

Freight 300 201 547 375 101 628 27 2657 172 393 146 728 688 1054 561 252 250 106

motor vehicles

Trucks 213 145 410 286 73 457 16 1911 113 242 118 530 416 767 374 154 198 86

Working 38 24 45 38 16 47 2 202 25 12 11 56 47 72 40 28 22 6 motor vehicles Tugs 27 6 67 18 4 78 4 374 9 105 12 85 195 133 25 32 5 6

684 735 1404 1089 382 8 74 4125 604 1013 422 1531 2028 2018 1070 872 498 323

Other* 75

Source: SURS, 2018 *Other: special trucks, tractors, trailers, cargo trailers, semi-trailers, dwelling trailers, tractor trailers

For each category of vehicles there is a standardisation of the emission class. For Personal motor vehicles we have 7 classes, so called EURO class, therefore EURO 0 to EURO 6. Since EURO5 is still more focus to emission of the hard particles, where the filters for the hard particles became practically standard equipment, the EURO 6 is focusing on NOx. The Euro 6 has introduced a 50% reduction in NOx, as the limit on the kilometres traveled is now only 80 milligrams. So far, it has been thought that the most advanced cars per kilometre could release 180 milligrams. The EURO 0 category includes vehicles that were first registered before 1 October 1994.

The category or class EURO goes for light vehicle (personal, cars), heavy vehicles (e.g. fright vehicles and others), working vehicles (e.g. tractors) and two and three-wheel motor vehicles. European Regional Development Fund

Report Pag. 57/217 The below tables disclose pollution of light motor vehicles.

Table 6: Average measures of emissions by euro standard, personal vehicles (HBEFA methodology) Euro standard/polutant CO (g/km) HC (g/km) NOx (g/km) PM (g/km) Euro-0, Euro 1 4.25986 0.47832 1.00478 0.07741 Euro-2 1.17803 0.07121 0.63566 0.05070 Euro-3 0.70625 0.02489 0.47964 0.02174 Euro-4 0.33426 0.01059 0.36165 0.02259 Euro-5 0.27315 0.01039 0.35883 0.00179

In average 1 vehicle of standard Euro 0/Euro 1 causes the same quantity of emission as 27 vehicles of standard Euro 5; 16 vehicles of standard Euro 4; 7.7 vehicles of standard Euro 2; 3.4 vehicles of standard euro 2. (Marko Čelan, univ. dipl. inž. prom.)28 For the circulation of vehicles in Gorenjska or Slovenia the Ministry of Infrastructure provides the following data:

Figure 12: Map, Traffic load 2016, area of Gorenjska Source29: Ministry of Infrastructure, 2018

However due to the monitoring of air quality, Gorenjska region is one of the regions with the cleanest air, except for some critical areas and season peaks by emission class.

28 Vehicle emission data according to the HBEFA methodology, www.maribor.si/dokument.aspx?id=18112 found on the web 10.8.2018 29 Found on the web, 1. 10. 2018: http://www.di.gov.si/si/delovna_podrocja_in_podatki/ceste_in_promet/podatki_o_prometu/ European Regional Development Fund

Report Pag. 58/217

Figure 13: Map, Overview of counting points 2016, area of Gorenjska Source: Ministry of Infrastructure, 2018

3.2.6 Energy: Production of electricity, renewable, non-renewable and electric balance The electricity provider for Gorenjska region is the Group Gorenjske Elektrarne (Group). In the consolidated yearly report 2017 the following data are provided.

In 2017 the Group distributed 1,103 GWh (1,103,725 MWh) of electric energy, 3.3% more than in 2016. In 2016 the group distributed 1,068,347 MWh and in 2015 1,042,193 MWh. In 2017 the Group generated 52,099 MWh, 7.9% less than in 2016 (57,681 MWh) and in 2015 50,608 MWh. The difference from the generated and distributed electrical energy comes from other electrical plants in other regions.

Figure 14: Areas of operation electro distributing companies in Slovenia. Source: Gorenjske Elektrarne Group, Annual report 2017

The reason for reduced generation of electrical energy is in the lesser quantity of water flow through hydro plants. The production of electricity comes from 15 owned and 1 operated hydro plant, 17 solar plants from the end of 2017 also photovoltaic plants in Gorenjska region, 1 leased solar plant in Maribor (Štajerska region) and 1 solar plant in Nova Gorica. Beside that in five cogenerations there is produced heat and electricity in high-efficiency cogeneration. The company Gorenjska elektrarna uses renewable energy sources: both water sources (hydroelectric power plants) as well as solar energy (solar power plants) and natural gas (cogeneration).

While production of energy by hydro plants depends of the quantity of water descending from higher to lower altitude, the energy produced by solar, photovoltaic panels depends on the level of the sun illumination.

European Regional Development Fund

Report Pag. 59/217

Co-generation of electric and thermal energy is the simultaneous production of electricity and heat. It represents a method of converting fuel energy into electricity, where the predominant part of heat, which is produced as a by- product, is used advantageously. Different technologies allow the use of different fuels with different efficiencies. All technologies, however, are a common, more efficient process of energy conversion due to the useful use of heat, as it is present in conventional thermal power plants. The advantages of generating electricity in this way are primarily in the efficient conversion of fuel energy into useful heat and electricity. However, this method reduces dependence on existing methods of generating electricity.

The share of energy production by means of production is: - 34.6% by Co-generation of electric and thermal energy, - 57.4% by hydro plants, - 8% photovoltaic.

In 2017, 340,181 MWh of electricity was distributed to household customers within the network of Elektro Gorenjska, which is 1.8% more than in 2016 (334,300 MWh). However, 763,544 MWh of electricity were distributed to business customers within the company's network, which is 4.0% more than in 2016 (734,047 MWh).

Figure 15: The maximum peak demands over the years of 2015 to 2017 Source: Gorenjske Elektrarne Group, Annual report 2017

The read line represents the highest peak demand.

The quality of electricity supply includes: ■ Power continuity, ■ Voltage quality and ■ Commercial quality or service quality that the company offers to network users.

These three parameters define the balance, stability of the electricity distribution quality.

Power continuity can be disrupted by short term or long term discontinuities – interruptions. These interruptions may be predicted or random.

Unplanned long-term interruptions by type of network in 2017:

System Average Interruption Frequency Index (SAIFI), in total: - For the own interruptions 0.667 - For the foreign 0.224 - For natural causes 0.285 For all the three causes combined the SAIFI was 1.177. European Regional Development Fund

Report Pag. 60/217

System average Interruption Duration Index (SAIDI), in total: - For the own interruptions 19.741 - For the foreign 2.528 - For natural causes 24.430 For all three combined the index was 46.699.

Customer Average Interruption Frequency Index (CAIFI), in total: - For the own interruptions 1.695 - For the foreign 1.112 - For natural causes 2.671 For all three combined the index was 5.478.

Customer Average Interruption Duration Index (CAIDI), in total: - For the own interruptions 29.574 - For the foreign 11.266 - For natural causes 85.594 For all three combined the index was 39.664.

Table 7: Planned long-term interruptions in 2017 SAIFI SAIDI CAIFI CAIDI Total city 0.056 7.959 0.297 141.503 Together mixed 0.055 10.914 0.292 197.648 Together rural 0.133 18.934 0.704 142.314 Total 0.245 37.807 1.293 154.624 Source: Gorenjske Elektrarne Group, Annual report 2017

Average number of all short-term interruptions in 2017 is 4.4. – Momentary Average Interruption Frequency Index (MAIFI).

The cause of the non-compliant voltage conditions is a flicker that is transmitted from the 110 kV transmission network and extends to lower voltage levels. Other parameters were in the year 2017 throughout the measurement in accordance with the requirements of the SIST EN 50160 standard. In the year under review, we received thirteen official complaints about the state of voltage quality at the low voltage level. Five of them proved to be justified.

Conformity of the voltage quality parameters according to the SIST EN 50160 standard at the high voltage level for 2017: the monitoring time was 50 weeks simultaneously at 8 different locations on the 110 kV. There were no derogations, there were in average 41.5 flickers, in average 100.37 power drops and in average 32 power increases.

The Group estimates that the state of voltage quality in the Elektra Gorenjska region is good and that the company, by building and maintaining the communication and measuring infrastructure at the low voltage level, still improves the process of identifying and eliminating inadequate voltage conditions.

Commercial quality: For most of the commercial quality parameters for 2017, the Group finds that the achieved average values of indicators are significantly better than the limit values of the minimum quality standards. For the parameter Average time needed to eliminate the meter failure, the share of services performed above the threshold value (15%) refers to faults that the distributer detected by himself without receiving a complaint from the user. The quality of the network also relates to the share of network losses, which decreases from year to year. In 2015, the share of losses on electricity transferred was 4.65% and in 2016 it decreased to 4.58%, while in 2017 it was 4.31%.

European Regional Development Fund

Report Pag. 61/217 3.2.7 Air Quality Air quality in Gorenjska region is measured on 2 locations, in the municipality of Kranj and Škofja Loka. In Kranj there is a standard measuring point, whereas in Škofja Loka the testing measurements of the air quality were done 3 times, once in 2007 and another time in 2012 and the third time in 2018, from January till April, with temporary measuring stations at different locations. The devices measure dust particles, nitrogen oxides, ozone and carbon monoxide in the air, noise levels, and temperature, humidity and pressure from meteorological data. The measurements showed a higher air pollution in winter when the limit values for PM10 particles were exceeded occasionally in ambient air, although the exceedance was lower than the allowed 35 exceedances per year. Similarly, they were measured in the measurement of ozone concentrations: average measured values during the measurement period do not exceed the limit values, but the maximum measured hourly concentrations exceeded the threshold value by 35 percent.30 In Škofja Loka it is known that the greatest air pollution is caused by traffic, solid fuels and some major industrial plants, while the greatest threat to health is in winter particles in the air and in the summer of the lower ozone.

The measurement in Kranj showed that the main reasons for air pollution are traffic and heating of the buildings with fossil fuels and wood and the use of them in factories. In 2018 the concentration of PM10 particles has been exceeded in February 3 times and in March 7 times. For Kranj the measures were to reduce air pollution was made by Government of the Republic of Slovenia in December 2013. The measures were defined by long and short measures. The long term refer to investment projects tackling different kinds of change in heating systems and measures that increase energy efficiency of buildings. Short term measures refer to tackling the problem at the moment when the concentrations of air pollutants increase and exceed the thresholds. These measures are: - reduce the heating of residential and commercial premises where liquid or solid fuels are used as energy products; - use fuel to heat rooms that release lower particulate emissions if they have this possibility; - use public transport; - reduce the use of passenger cars; - call upon the people not to carry out outdoor activities in which large quantities of particles are released.31

Now the measurements on the air quality are also moved on Krvavec, which is in the Municipality of Cerklje na Gorenjskem. The altitude enables to measure influences of pollutants that may derive from the airport and all the neighbour municipalities like Šenčur and Kranj.

It has been noticed in 2012 that the city of Jesenice in the Municipality Jesenice also has a problem with air quality because of the traffic and metallurgy industry, however no measurements are mentioned.

At the measuring locations across Slovenia the table for the year 2017 shows the following:

Table 8: Number of the no. of access of PM10 particles in the main SI measuring locations in 2017 Months Jan Feb Mar Apr May June July Aug Sep Oct Nov Dec Tot /Location LJ GR 17 10 3 0 0 0 0 0 0 0 1 8 39 MB* 20 13 2 0 0 0 0 0 0 0 0 0 35 Zagorje 21 12 4 0 0 0 0 0 0 0 0 9 46 Hrastnik 12 6 0 0 0 0 0 0 0 0 0 1 19 Trbovlje 15 9 4 0 0 0 0 0 2 0 1 8 39 NM* 22 9 0 0 0 0 0 0 0 0 0 2 33

30 http://gorenjskiglas.si/article/20180305/C/180309906/1020/merijo-kakovost-zraka-in-hrup, 218, August 31 https://uradni-list.si/glasilo-uradni-list-rs/vsebina/2013-01-3945/odlok-o-nacrtu-za-kakovost-zraka-na-obmocju-mestne-obcine- kranj. August 2018 European Regional Development Fund

Report Pag. 62/217 Kranj 15 5 2 0 0 0 0 0 0 0 0 6 28 MS* 19 14 3 0 0 0 0 0 0 0 1 7 44 Iskrba 3 0 0 0 0 0 0 0 0 0 0 0 3 Žerjav 9 0 0 0 0 0 0 0 0 0 0 0 9 Celje 22 12 5 0 0 0 0 0 0 0 1 9 49 Velenje 13 5 1 0 0 0 0 0 0 0 0 0 19 NG* 6 5 2 0 0 0 0 0 0 4 4 3 24 Koper 4 4 2 0 0 0 0 0 0 4 1 3 18 Source: ARSO, 201832

*Abbreviations: MB – Maribor, NM – Novo Mesto, MS – Murska Sobota, NG – Nova Gorica

PM10 – particles with aerodynamic diameter below 10 μm The 24 hour PM10 limit value for human protection of 50 μg / m3 may be exceeded no more than 35 times a calendar year.

Table 9: Exceeding the ozone warning limit values in 2017 Months /Location June July Aug Tot LJ Bežigrad 3 3 6 NG 0 1 3 4 Koper 5 5 Trbovlje 4 4 Hrastnik 1 1 Otlica 13 2 15 Krvavec 0 1 1 Source: ARSO, 201833

The ozone alert value is 180 μg/m3 for the one-hour average.

In all other 5 measuring locations in Slovenia and all other months the ozone limit was not exceeded.

Besides ARSO (Agency of the Republic of Slovenia for the Environment) measuring values of PM10, O3 the measurements are done also for SO2, CO and NO2, however the data are not given as in the form above yearly but daily and by on-going months.

In general the most polluted regions in terms of air quality are Osrednje-Slovenska, the capital of Ljubljana and its area, Štajerska region, area around Maribor and Murska Sobota, area of Celje in Savinjska region. In these areas the value of PM10 was in 2017 form 35.1 μg/m3 to 40 μg/m3 in average. Gorenjska, in the same year had values of PM10 below 20 μg/m3 in average. However peaks may be seen in the table no. 9 above.

3.2.8 Turism The Gorenjska region is almost entirely an Alpine region. The landscape is mountainous and its large part belongs to the Triglav National Park, where there is also the highest Slovenian mountain Triglav (2,864 m).

Important tourist areas in the Gorenjska region are:

32 http://arso.gov.si/zrak/kakovost%20zraka/podatki/2017_PM10Preseganja.pdf 33 http://arso.gov.si/zrak/kakovost%20zraka/podatki/preseganja_1217slo.pdf European Regional Development Fund

Report Pag. 63/217 - Kranjska Gora in the Zgornjesavska Valley is attractive for visitors in the summer (alpinism, hiking, biking, fishing …), as well as winter (skiing, sledding). - Planica is an annual event of the World Cup final in , as well as Pokljuka's sporting venue, which year round hosts the best biathlons in the world. - Bled and Bohinj municipalities have lakes and nature that attract many. - Kranj, is popular for the famous poet France Prešern, Jože Plečnik, the most important Slovenian architect, river Sava and other tourist sights. - Other important places are Škofja Loka, Radovljica, Brezje, Begunje, Vrba, Žirovnica and Tržič.34

Gorenjska region offers nature experience, adventures, sport activities, traditional and modern cuisine and has a rich cultural heritage. It is also well positioned it terms of fast connectivity to Austria, Italy and Ljubljana.

Figure 16: Tourist more visited places in Gorenjska, 2018 Source: ViaSlovenia.com

According to SURS (Statistical Office of the Republic of Slovenia), the modal split of foreign tourists in 2015 that came to Slovenia was as following: - From Austria came 38,678 by car in the main season, in April 14,281, in May 19,601 and September 19,562; - From Italy came 77,687 by car in the main season, in April 32,005, in May 27,215 and September 20,772; - From Germany came 51,857 by car the main season, in April 6,958, in May 11,786 and September 13,490; - From other European countries came 206,706 by car the main season, in April 28,037, in May 29,324, September 40,034.

The total number of tourists by different means of transport in 2015 coming to Slovenia was in the main season 610,567, in April 141,715, in May 175,301 and September 186,356. It means that 6.33% of Austrians travelled to Slovenia by car in the main season, 12.72% of Italians, 8,49% from Germany and 33.85% from other European countries. April, May and September represent 10.62% of Austrian tourists coming to Slovenia by car, 15.89% of Italians, 6.4% of Germans and 19.35% from other European countries.

In 2017 4,948,080 tourists visited and used sleeping capacities in Slovenia. The number of domestic tourists was 1,362,042 using sleeping capacities and foreign 3,586,038. In the main season arrived in 2015 in total to Slovenia by

34 https://viaslovenia.com/sl/slovenija/gorenjska.html European Regional Development Fund

Report Pag. 64/217 passenger vehicle 377,913 tourists. In the months of April, May and September arrived 269,067 tourists in 2015. (SURS, 2018)

Table 10: Number of tourists arriving to Slovenia by country of origin in 2017 Austria 351,435 Belgium 82,007 Bulgaria 32,327 Bosnia and Herzegovina 50,342 Cyprus 1,426 Czech Republic 117,132 Montenegro 10,818 Denmark 20,037 Estonia 4,308 Finland 19,076 France 105,134 Greece 11,120 Croatia 175,006 Ireland 14,430 Iceland 3,057 Italy 560,332 Latvia 6,197 Lithuania 6,186 Luxembourg 3,021 Hungary 124,255 Macedonia 18,387 Malta 5,975 Germany 392,562 Netherlands 131,939 11,608 Poland 93,646 Portugal 10,788 Romania 40,869 Russian Federation 55,508 Slovakia 44,753 Serbia 112,251 Spain 58,399 Sweden 27,598 Switzerland 55,302 Turkey 29,338 Ukraine 28,485 European Regional Development Fund

Report Pag. 65/217 United Kingdom 129,092 Other European countries 22,346 South Africa 3,295 Other African countries 6,012 Australia 36,705 New Zealand 6,532 Other countries and territories of Oceania 578 Israel 60,350 Japan 31,857 China (People's Republic) 64,599 Korea (Republic) 149,120 Other Asian countries 108,294 Brazil 11,661 Other countries of South and Central America 17,174 Canada 21,453 United States (USA) 101,905 Other countries and territories of North America 11 Source: SURS, 2018

The number of Slovenians traveling in 2017 is 1,756,000.

In total there was 1,055,534 tourists, domestic and from abroad coming to Gorenjska region in 2017. The most visited municipalities by domestic tourists were in 2017 Kranjska Gora, Bohinj and Bled. A table of the most visited municipalities can be found in the Appendix 5.

Most arrivals and tourist overnight stays by country, municipality measurements were in Bled, Kranjska Gora, Bohinj, Radovljica and Kranj. Data about Domestic arrivals and tourist overnight stays by: country, municipality, measure, month may be found in the Appendix 6.

In 2017, Gorenjska was visited by 870,384 foreign tourists. The most tourists visiting Municipality of Bled in 2017 were from Italy and Asian countries, excluding Korea and Japan.

Municipality Žiri had statistically no foreign tourists in 2017. More data on arrivals and tourist night stays from abroad, in the year 2017, by municipality, country, measurement and month may be found in the Appendix 7.

In total municipality Bled had in 2017 358,791 foreign tourists, municipality Bohinj 128,425, municipality Cerklje na Gorenjskem 33,655 foreign tourists, municipality Gorenjja vas – Poljane 822 foreign tourists, Gorje 2,869, Jesenice 5,123, Jezersko 2,951 foreign tourists, Kranj 63,098 foreign tourists, Kranjska Gora 151,704 foreign tourists, Naklo 9,079, Preddvor 5,431, Radovljica 92,808, Šenčur 3,415, Škofja Loka 6,385 foreign tourists, Tržič 3,086, Železniki 500, Žirovnica 2,391 foreign tourists.

3.3 Electro mobility description At the end of 2017, 51% of registered passenger cars were petrol vehicles and 47% on diesel. The number of “petrol vehicles” decreased by 2% compared to 2016, and the number of “diesel” increased by 6%. The number of passenger cars for liquefied petroleum gas (LPG or LPG) and combinations with the aforementioned fuel increased by 6%, the European Regional Development Fund

Report Pag. 66/217 number of passenger cars on compressed natural gas (SZP or CNG) and on combinations with the mentioned fuel by 39%. The number of hybrid passenger cars increased by 59% and exceeded the limit of 3,000. The number of electric passenger cars increased by 70%. (SURS, 2018) At the end of 2017 there were 600 of BEV category M1. M1 means vehicles with up to 8 passenger seats beside the driver seat. Out of these 600, there were 30 registered in Gorenjska.35

In Slovenia the number of E-CS on one of the informational points amounted to 276 in 2018. However this data are not indicating the total number of the E-CS, because the E-CSs from other service providers are not necessarily included. The other issue is that not all public E-CS are mapped. Tesla E-CSs are not included in this count. According to Tesla data there should be 19 Tesla E-CS in Slovenia.

There is by the available data now 28 E-CS with 1 Tesla, set up in Gorenjska region, however they are 12 new public E-CSs predicted just in Bled. Most of them should be set up by the end of 2018.

In the Appendix 4 there is a list of E-CS in Gorenjska region by location, specification, owner, operator … by the end of 2018.

They are 3 informational portals in Slovenia, providing the location and technical specification of the E-CS. The informational platform http://www.polni.si/ hasn’t been updated for a long time, https://www.gremonaelektriko.si/ and https://www.napolni.me/app/map_4.php map also some of the E-CS that are in the operation and ownership of their competitor, however they provide the technical specification, not operation data. Service provider, owner and electricity distributer Petrol JSC, has a list of the E-CS in his operation and ownership listed on its website, however mostly the ones on the highways. Petrol provides a payment solution by APP and RFID card. Help lone is established by all interoperable E-CSs. Charging tariff is provided by Petrol in the form of packages. The basic package costs 0.20 EUR per minute and allows charging on the E-CS from 22.01 kW to 50 kW. Package Enthusiast offers annual binding contract for 10.4 EUR per month, in this case the first minute is additionally billed 0.11 EUR per minute when one charges on the E-CS with 22 kW to 50 kW. There is 20% discount in this package if one charges Petrol’s electricity and has 20 EUR bonus on the Petrol’s club card. The package Free of worries 15,000, costs 39 EUR per month with annual binding contract, the quantity of 225 kWh on all the sockets and from this 170 kWh on the sockets above 22.01 kWh. The customer has 20% discount also with this package if charging Petrol’s electricity and 40 EUR bonus on the Petrol’s club card. These tariffs are gained from the Petrol’s website on the 13 August 2018 and may change, at this date no other service provider was billing for its services.

3.3.1 SWOT analysis The strengths / weaknesses / opportunities / risks for the area covered by the study are identified on the basis of the results of the analysis of the actual situation. In particular the following feature are observed Table 11: SWOT STRENGTHS WEAKNESSES - Relatively high number of existing and operating E-CS - No unique national informational platform - Relatively sufficient diffusion of E-CS - Insufficient information about availability - Regional distributer of electricity - Not possible to reserve - Good proportion of faster and slower charging time (on - In some cases insufficient marking of the E-CS the highway faster and in settlements charging time from on the field 3–8h) - Lack of monitoring and regulation - Standardized sockets - Lack of restrictive options for the abusers of the - Free charging except on the highway parking E-CS places - Easy access to the E-CS - Lack of motivation and knowledge and support - Relatively good localization from majority of municipalities

35 http://www.gorenjskiglas.si/apps/pbcs.dll/article?AID=/20171002/C/171009978&template=printart

European Regional Development Fund

Report Pag. 67/217 - A lot of E-CS on public locations - Relatively small market in terms of the - Good support from some local stakeholders – European market. municipalities - Payments possible only by APP and RFID card - Possibility of developing a capillary e-mobility - The energy part of the network is quite slowly network. following the development and needs of the e- - New business connections abroad (JV market) – for the mobility network EG - Lack of market share (inadequate marketing policy) - A small share of e-vehicles - High costs of construction and electro parts when establishing a new e-charging station, e.g. connection fees (Elektro Gorenjska) OPPORTUNITIES THREATS - National policy support in setting up the E-CS - Different clashing interests of stakeholders infrastructure and services - Lagging behind the technological development - National subventions for setting up E-CS - Lagging behind with policy implementation - European financial and political support for setting up - Relatively small number of users – lack of the charging infrastructure critical mass - Lots of good practices from other regions and abroad – - Competition from outside no need of reinventing the wheel - Lack of funding - Expert companies for E-CS interoperable software - Lack of electricity distributers being interested development and development of E-CS technology to invest in grids - Small country, easier to manage and achieve integration - Various platforms with E-CSs control and cohesion - Monopolization of e-roaming system provider, - If all stakeholders in the field of e-mobility connect, whether domestic or foreign greater transparency and a single service on the market, - Lack of unified non binding payment solutions however pricing should be competative abroad and nationally - Integrated E-CSs network in Slovenia could become a - The energy part nationally of the network is part of the European Network of E-CSs quite slowly following the development and - Competition in the region (is an opportunity to improve needs of the e-mobility network and be also competitive – monopoly is not good for the - Security aspects of personal data sharing and user) traceability of a single user and trading of the - A single E-CS platform throughout the region personal behavioral data. - Implementation of interoperability in a seamless - Market opening – competitive dynamics. European Union, - A different billing of e-vehicles charging policy. - National subventions for the purchase of e-vehicles At present, most e-charging is free of charge. In (7,500 EUR) and hybrid cars (4,500 EUR). spite of its ever-increasing use, however, e- commerce operators abroad and home have different prices. Given the fact that e-vehicles are more expensive than petrol or diesel ones, it is not cost effective for someone that travels a lot and abroad to have an e-vehicle.

3.3.1.1 Strenghts Relatively high number of existing and operating E-CS relates to the corresponding demand for e-charging. The positive aspect is also that investors are quickly responding to the market and are even ahead of it. There is a congestion of E-CS in cities and touristic spots, which again is in line with the demand. The downside is that they are European Regional Development Fund

Report Pag. 68/217 municipalities that are hesitant in setting up E-CS, therefore not supporting the promotion of e-mobility, waiting for the private investors or just waiting. On the other hand these are smaller municipalities with residential houses which are able to have their own e-charging station if the grid allows. It is sufficient that one has a domestic socket. There is a lot of potential in home settings, especially since the distances in Slovenia are short. When all service providers will e-charge upon payment and demand increases, the interest of investment in e-mobility infrastructure will raise.

The trend of localisation of E-CS shows a good proportion of faster and slower E-CS charging time. The E-CSs are placed in front of the shopping centers where people shop for hours and the speed of the e-charging is adjusted to the consumer habits. The other common placements are in the city on parking lots and P&R parking lots on the outer limits of the city, at the hotels, public garages and on the highways. On the highways they are placing the fastest and thus more expensive locations for e-charging.

The sockets are standardised Type 2, usually Mennekes or CHAdeMO. There is still free e-charging available, except on the highway, although this is going to change in the near future. A good easy access with visible signage on the field and a lot of public locations is another positive aspect of the current E-CS set up, at least at the majority of locations. The interoperable systems are set up, which means a higher quality of service for the customers also with help line. They are 2 approaches in the promotion of e-mobility, the municipalities who are pro, support it all the way, thus slowly also changing the mentality of the residents and the ones who are hesitant are not yet planning or investing. The last are usually the municipalities that are not very touristic and also not so much the first choice for the private investors.

Regional distributers of electricity are also owners and operators and service providers of e-charging. Whether this is something to be supported is debatable. The electricity is relatively cheap, since the systems of electricity production are already set up and are producing energy from renewable resources like sun and water. There is also a possibility to set up a capillary e-mobility network, more dispersed setups of E-CS with smaller settings for fast and easy use. From the investors’ side, the knowledge companies in Slovenia poses is competitive world wide however they are small companies and the Western Europe is already taken over by other companies, therefor the opportunity they see is in the new business connections abroad, JV market, setting up interoperable E-CS infrastructure with the readiness to be included into roaming systems.

In general there is much strength to be emphasized and show that the e-mobility with the interoperable infrastructure is in progress even if in some of the areas it is still in the initial stages.

3.3.1.2 Weaknesses The diffusion of E-CS means also giving the user the information where the E-CS is located, the technical specification and weather is operational. Since they are several service providers these service providers have established their own informational platforms or joined existing eRoaming platforms that are closed. This means that if the user who does not have a contract with this service provider or is not registered cannot see the basic information about the operation of those E-SCs. These discrepancy calls for a unique national informational platform open to everyone with basic information on location, technical specifics and operation. This platform would be useful also for statistic monitoring, regulations, research purposes, knowing where and what kind of E-CSs were set up – if they are interoperable etc. There are interoperable E-CSs however it is hard to establish the number and location of them. The same goes for the integration of a single E-CS into the interoperable network. However it is owner’s prerogative to choose if the E-CS will be included in any network.

Insufficient information about availability is connected to provision of information platforms, apps or other channels. At this moment a weakness is still that charging cannot be reserved in most of the cases. When user is not familiar European Regional Development Fund

Report Pag. 69/217 with the area and doesn’t know where to find E-CS a good marking on the field is necessary. Not all the points are sufficiently marked on the field. This is especially true for single standing E-CS units. Hidden installation of E-CS or visible, since free parking is provided, users of conventional cars are parking on places dedicated for e-charging. Restrictive measures for the abusers are scarce.

However the most concerning weakness related to the influence and power of public administration is that still some of the municipalities are not interested in being involved in the implementation of e-mobility. Some like ad-hock actions, without planning or getting too deep into the possibilities of their power. There is a lack of motivation and knowledge and a lack of interest to gain knowledge. Pressure from the national level needs to be applied if the aim is to difuse e-mobility infrastructure relatively evenly and by the set targets on the national level.

Since Slovenia has around 2M of residents and although it is a transit country the market is still relatively small in comparison with the European market. It is a threat that the prices will be high to gain bigger profits since economy of scale has not a big potential. The smallness also means it’s not particularly interesting for foreign investors and the monopolization of the market is a possibility. In any case the Slovenian operators are already targeting foreign markets. Regarding the domestic market there is still relatively small number of e-vehicles on the roads and the costs of connecting E-CS to the grid are high.

Payments have been possible only by an APP and RFID card. This represents a weakness in a sense of unavailability to certain groups. European legislation demands that the payments are also possible without any contracts (that includes on-line registration for the purpose of being able to pay). In Alpine space countries (e.g. Germany and Italy) E-CS have an integrated option for payments by credit cards. The costs of the payment system by credit cards are comparable to other two general ways of payment solutions and can be even lower, because there are no intermediaries. Recently Petrol started offering direct (credit card) payments on line.

The energy part of the network is quite slowly following the development and needs of the e-mobility network.

3.3.1.3 Opportunities The biggest opportunities for public administration to support diffusion of e-mobility infrastructure come from the national and European incentives. National policies support setting up the E-CS infrastructure and services by national subventions (Eco Fund) of 100% for purchase price of an E-CS, and up to 7,500 EUR for purchasing an e-car, 85% of the price for e-public transport or hybrids for municipalities with air quality measurements, 4,500 EUR for hybrid cars and subvention for retrofitted e-cars up to 50% of the cost. A Fund for Climate Change, in a way connected to Eco Fund, spent 2M EUR in 2017 for the purchase of environmentally friendly busses for public transport and offers subventions also for e-cars and e-infrastructure in 2018 for municipalities indirectly managing protected areas of nature. Agreement of the regional development signed by municipalities (representatives of municipalities) and the Ministry of Economic Development can result in millions of financial incentives just for e-mobility. LEAG is another programme supporting implementation of e-mobility investments.

There is European financial and political support for setting up charging infrastructure and purchase of hybrid and e- vehicles for public transport. They are several financing programs with return and non-refundable funds, like loans from EIB, CEF with H2020, EFSI and combination of mentioned financing models. In the smaller scale also Interreg programmes financed from ERDF may be used to purchase E-CS or small e-vehicles for public use for the purpose of implementing pilot actions. Programme LIFE is also one of the financing tools that can be used by municipalities to take measures against negative climate change.

Transnational cooperation and exchange of good practices from other regions abroad and home provide knowledge European Regional Development Fund

Report Pag. 70/217 and innovative ideas reducing the need of reinventing the wheel. On the other side Slovenia has the knowhow for innovation in E-CS technology, E-CS interoperable software development, competitive worldwide. Since Slovenia is a smaller country it should be easier to manage and achieve integration of regional E-CS networks into joint network, to achieve this interests of singular companies have to be overcome. If all stakeholders in the field of e-mobility connect, there would be greater transparency and a single service on the market, however the price of service should be regulated or kept competitive. E-CSs networks in Slovenia are becoming a part of the European networks of E-CSs. This is an upside and the opportunity for those networks not yet being integrated in European networks. At the moment they are a few service providers for e-charging. Number of competitors in the market represents an opportunity to improve services and be competitive. The mentioned weakness of having no unique E-CS informational platform throughout the region, Slovenia, represents an opportunity for the implementation of interoperability in a seamless European Union and its promotion worldwide.

3.3.1.4 Threats Different clashing interests of stakeholders may influence the service quality for users, manifesting in the lack of usable information on E-CS location, best choice of service, technical information, reservation, payment solutions, different pricing rates and lack of user support service. This is manifested also in various platforms providing different information or a lack of them and different managing services.

The technological development of e-mobility is quickly increasing and a threat is that the region and its public administration will start lagging behind the technological development and policy implementation. The suggestions from the national level are also not always considered by local public administration. For example, when building a new parking lot the cables for eventual future set-up of E-CS are not always considered, even if the cost of the future reconstruction of the infrastructure will be higher than the cost of already preparing the infrastructure for the future at present. The conscious decision of the public administration for not being progressive in the implementation of supportive policies in favor of e-mobility and infrastructure is based by the relatively small number of users, the lack of critical mass, providing a driving force of the public administration to be more engaged in the e-mobility supportive measures.

Market opening and competitive dynamics can work both ways. Slovenian companies penetrating foreign markets or the other way around. Competition from outside in terms of foreign investors is a threat to domestic companies trying to penetrate and secure the regional market. Although the competition can be beneficial for the user and development of higher quality of service and lower prices, it also means that the economic local multiplicator indicating how fast the money is circulating within a specific local community is lower, because the profits are not staying within the region.

Lack of funding is a threat for the future when the higher overall development status of the region will reduce the possibilities of getting non-refundable financing or when return financing schemes for the e-mobility implementation projects will have higher interest rates. Since high investment costs in grid power expansions there is a threat of the lack of electricity distributers being interested to invest in grids. The energy sector nationally is quite slowly following the development and needs of the e-mobility network.

Integration in one e-roaming system could be a threat for a market monopoly, whether is domestic or foreign. Some of the foreign eRoaming platforms have a largely spread market throughout the Europe. Big eRoaming platform attracts new service providers to join the platform in order to gain larger group of customers. Members are paying relatively high costs of connecting data bases (e.g. 25,000 EUR per year). In order not to lose the territory coverage a member could eventually accept also increase of the fees, which influences also the end price for the customer, losing the leverage of autonomous pricing and service policy. Another aspect is that a part of the profit of the service is channelized to a foreign country, instead of contributing to national economy.

European Regional Development Fund

Report Pag. 71/217 On the other hand also not unified integration in eRoaming systems may present a threat. When a municipality owning E-CS is choosing an operator of their E-CS network, it is going to choose the one offering better services and larger possible network of customers, also providing easy use for foreign tourists. Not being integrated in eRoaming platform may represent a threat in terms of not being competitive in service provision for incoming tourism. Gorenjska region is a touristic destination with high number of visits also by personal vehicles.

Transfer from cash payments as it is an option now when paying gasoline on the gas station to on-line payments through APPs or with RFID card acquires personal data collection. Every time a person is charging their e-vehicle on the E-CS which is has this 2 possibilities of payments the location of the person is identified. Therefor all travels by e- vehicle can be monitored and traced, without a choice. Data of behavior and habits have value. GDRP is on one side requiring protection of personal data, however not all legal entities may apply the legislation as it should be.

A different billing of vehicles charging policy relates to the fact that at present, most e-charging is free of charge. In spite of its ever-increasing use, however, e-charging operators abroad and home have different prices. Given the fact that e-vehicles are more expensive than petrol or diesel ones, it is not cost effective for someone that travels a lot and abroad to have it.

3.3.2 Comments on SWOT Reducing threats with strengths:

Currently, in 2018, are 2 main operators of E-CS in Gorenjska region. One is Petrol JSC and the other is regional electricity distributer Gorenjske elektrarne Ltd. Gorenjske elektrarne joined the network with Elektro Ljubljana JSC which has a significant number of E-CS in its network. Gorenjske elektrarne are besides being electricity distributer and E-CS operator also the owner of 10 E-CS. Petrol has in the operation now the majority of E-CS in Gorenjska, as well as owning some of them. 26 E-CS and by the end of the year 36 E-CS that are identified and mostly mapped on the informational platforms represent relatively high number of operating E-CS. There is an option of fast charging on the highway upon payment. If the interests of the existing operators could come to common positions the provided information to the users could be improved and the quality of service to the user could be only higher. Local public administration has power to demand the cooperation on the level of a joint promotion and provision of information of technical specification and operation on the common informational platforms. Even better solution would be forming national informational platform which would give an overview of all operational E-CS in Slovenia.

Relatively sufficient diffusion of E-CS means that in the more tourists visited municipalities the service of public e- charging is available with an easy access to E-CS and good localization. In less touristic or economically less developed municipalities there is not even 1 public E-CS set up. However the relativeness is also connected to small number of users – lack of the critical mass and therefore most of the E-CS are being unused most of the time. The role of the public administration to support implementation of E-CS interoperable infrastructure is therefore needed as well as the support of the national public administration also in regard to public e-vehicle diffusion.

Public administration on all levels should be prepared to build on their knowledge capacity to support technological development giving terms of condition to the private investors setting up and operating E-CS. Public administration should therefore be proactive in policy implementation supporting e-mobility. Policy implementation (terms of conditions) in the standard of E-CS infrastructure implementation could secure keeping of the standard also when competitors from outside start being interesting in setting up their own networks. Slovenia is now in coherence with European standards of technical features of E-CS (Type 2). For now since there is no critical mass of users and e- charging is mostly for free Slovenia seems not to be interesting to foreign investors, except Tesla network. Local public administration should seas every opportunity from non-refundable financial resources to build on the regional economic competitiveness in the future as well join forces in purchasing e-vehicles or hybrid vehicles in order to negotiate a better price. In case of no other options also combined financing models should be used.

European Regional Development Fund

Report Pag. 72/217 A threat “lack of electricity distributers that can be interested in investing in grids” and “the energy part nationally of the network is quite slowly following the development and needs of the e-mobility network”, identified by the local electro distributor, may be disappearing when the use of electricity rises on the grounds of e-charging on the existing infrastructure and new home e-charging installations start appearing. With a critical mass of users there is a possibility to invest also in capillary e-mobility networks. However the municipalities identified a high cost of setting up E-CSs in the part of construction and being plugged in to the grid. Since the costs are covered by municipalities that do not generate profit form this, but even are paying for the electricity used on this public E-CSs it is understandable that they are not very keen on making these investments.

Although the eRoaming systems exist and are spreading, the eRoaming systems still pose questions and create issues. On one side not all networks in Gorenjska and Slovenia have signed contracts with roaming platforms. Which means that a user signing a contract with a service provider not being a part of an eRoaming platform has to find a way to charge and pay for e-charging on the E-CSs which are not owned by the service provider with whom the user signed the contract. It has been written that the bigger networks attract more users, since they want to be care free when choosing where to charge their e-vehicle. This means strengthening the position in the market of the single service provider or eRoaming platform. On the other side some service providers and owners of E-CS networks are asking why are the eRoaming platforms needed, since the membership is also costly? They are choosing other business models proving that there is another way, a more cost effective and equally successful. The business model saving cost is well known B2B model.

Electricity distributors have a base of customers and are operating the grids. Operators, owners of E-CS networks may sign a B2B contracts with the local electricity provider to manage billing, 24/7 help desk in the local language. Needless to point out that these contracts can and would be signed also among different electricity distributors to transfer the billings. For RFID cards only a block of numbers is needed and with this also the privacy can be protected a bit more, since there is no need for the owners or operators to deal with customers, if are not present in one business entity – electricity distributer - in 1 area. RFID chip can provide the relative anonymity for the single user. This could reduce the security threats and privacy issues. The positive aspects of B2B model are that the costs of the billing could be reduced by billing the customer monthly with electricity bill upon the real consumption of electricity regardless to the home or public setting (charge to charge payment system); when the network is set abroad the electricity distributor integrates customer help line for use of E-CS in the existing electricity distribution customer help line in the language of the customer. This is especially important because one of the strengths of our business actors in the sector of E-CS infrastructure is new business connections abroad (JV market) for energy grids. Another example of increasing the network is signing a contract with customer providers like abroad ChargeEU where one gets immediately 6000 customers or Plug Service. To support privacy of an individual the credit card payment solution needs to be applied, in this case the information thread is cut between the location of use and the user for the operator or energy provider.

A different, higher prices for e-charging abroad in comparison to Slovenian and regional free charging options, which very soon will ceased to exist almost completely, higher purchase prices of e-cars in comparison with conventional ones and with lover performance in terms of km range with full battery (1 time charging) and relatively reduced driving satisfaction36, relatively long time of e-charging if one cannot charge at home, more stops for e-charging on long travels, still existing problems with e-charging abroad etc. make a change of a conventional car owner to an e-car unappealing. Financial or policy incentives for the change are therefore one of the driving forces of e-mobility diffusion.

Turning weaknesses into opportunities: Unique national informational platform can be an opportunity to inform users all over the world about the growth of E-CS network in Slovenia, elimination all private interests connected to owning and operating the E-CS. It is an

36 Slovenian drivers are in majority used to shifting gears, which provides more fun in driving, higher engagement in the process of driving, more bodily and brain action, faster reaction time of a car from a stand still point to driving in the cross roads etc. E- vehicles demand adjustment to a new way of driving. European Regional Development Fund

Report Pag. 73/217 opportunity to gather the statistics on the diffusion, year of set-up and technical specifics, interoperability etc. The ones who are setting up the E-CS would need to give all the required data to the electricity provider which would then transfer the data to the manager of the national informational platform. This good practice could be transferred to other European countries, promoting e-mobility to potential users.

Lack of interoperability is an opportunity on its own since higher quality of service provided by interoperability increases the usability and possibility of billing the e-charging. Operators of interoperable networks have the opportunity to improve their approach of integrating new E-CS into existing networks. The owners or operators need to identify pros of networking as a business or reduction of cost opportunity. Interoperability means also opportunity for establishing help desk, providing information about availability, reservation, monitoring, regulation etc. which increases customer satisfaction, faster turnover of customers and consequently increases of earnings. The same can be said for marking on the field as a part of marketing approach.

Lack of restrictive options for the abusers of the parking E-CS places could be solved by adopting a good practice from Austria, where e-vehicles have different registration plates than conventional cars, being easily identified. Restrictive measures can be then applied by the responsible public organs.

Lack of motivation and knowledge and support from municipalities is a serious problem, since fast results without strategic planning are preferred or in some cases the absence of interest for e-mobility results in refusing any kind of actions in this regard. They are few solutions to tackle this: - Waiting for a critical mass of users to put pressure on demand which may be a driver for private investors and public administration; - National level preparing directive, policy for local administration with a set of minimum requirements to be met by each of the municipalities; - National level preparing financial incentives (calls) to which all municipalities can apply for purchasing e- vehicles for public transport of specialized vehicles for transporting tourists; - Keeping the national subventions for setting up E-CS and connected infrastructure and for the purchase of e-vehicles and hybrid cars.

Relatively small market in terms of the European market can be an opportunity for more cohesive, integrated and seamless use of e-charging infrastructure, easier management. All stakeholders in the field of e-mobility could connect and provide better transparency and a single service on the market, providing that the price of e-charging services would be user friendly. In the European Union and outside of it are opportunities to broaden the market and be more competitive with services already tested in national one. Small market gives also more flexibility for correcting errors with low costs, therefor opportunity for innovation can be higher. Integrated E-CS networks in Slovenia could become a part of the European network.

Beside APP and RIFD card payment system, the credit card payment system should be applied. Good practice from abroad showed that the national legislation corresponded to the European one and the regional authorities communicated it to the economic sector and local public administration by policies. Municipal policies adapted to monitor the implementation of the credit card payment solution implementation by investors in public E-CS network.

The energy part of the network is quite slowly following the development and needs of the e-mobility network, which could be new opportunity for investments.

European Regional Development Fund

Report Pag. 74/217 3.4 Review of other competent authorities’ policies and other organization Review of the reference instruments / plans / policies related to the Regional Action Plan for the area covered by the study

Table 12: Municipal strategic policies on e-mobility by 2018 No Name of the reference document Comment 1. Sustainable Urban Mobility Plans 8 municipalities (Bled, Jesenice, Železniki, Škofja Loka, Tržič, Kranj, Radovljica, Šenčur) in Gorenjska region have prepared SUMPs. The majority of them are also mentioning the support to e-mobility. Tržič is the only one not mentioning e-mobility in the SUMP. 2. Local Energy Concept Action plan Establishment of e-charging infrastructure for public transport vehicles Bohinj and passenger cars. Setting up free parking spaces for electric vehicles. Encourage companies that provide taxi services to buy electrically powered vehicles (through information). 3. Local Energy Concept Action plan For the field of e-mobility, the LEC Action Plan includes the activation Jesenice and supplementation of measuring stations and the implementation of measurements of air pollution due to traffic and rationalization in the scope, the installation of e-charging stations for electric cars, public transport and hybrid vehicles. 4. Local Energy Concept of the It integrates supporting introduction of new technologies through the municipality Cerklje na Gorenjskem introduction of buses to alternative fuels (eg: biodiesel, LPG, etc.) and free parking for electrically powered vehicles, etc. 5. Development strategy of Jezersko E-mobility is mentioned in connection to the introduction of electric municipality vehicles into the municipal fleet.

5a Local Energy Concept of Mentioning of the already established set-up of 1 E-CS. municipality Jezersko 6. Sustainable Development Strategy of The Municipality of Preddvor is planning indicative projects and the Municipality of Preddvor, with an activities among which address the following activities for electric emphasis on tourism 2016–2026 mobility: the purchase of electric vehicles for the needs of primary schools, fieldworkers of municipalities and societies (possibility of sharing for transportation of children and elderly people); arranging electric charging stations with parking lots in the center of the Preddvor and at the pump; accelerated use of existing electric bicycles (TIC) among citizens. From 2019 to 2026, for these measures, activities are earmarked for EUR 30,000. 6a Local Energy Concept of Preddvor Under the section of public transport is indicated the action of building municipality the infrastructure for the e-vehicles. As a specification of the investment Preddvor envisages compulsory purchase of vehicles with less than 120gkm CO2 for public use with 20,000 EUR of municipal contribution untill 2022; purchase of e-vehicles by private persons and with Eco fund subventions for 30,000 EUR by 2022; sustainable mobility training courses.

7. Local Energy Concept of Radovljica Supports e-mobility by free parking for electric vehicles, etc. municipality

European Regional Development Fund

Report Pag. 75/217 8. Local Energy Concept of Šenčur The document supports mobility on alternative fuel by creating municipality supporting environment for electric vehicles and hydrogen vehicles and charging infrastructure for electric and hydrogen vehicles 9. Local Energy Concept of Škofja Establishment of two charging stations for electric vehicles with self- Loka municipality sufficiency supply for the needs of the municipality of Škofja Loka from 2012–2022, municipality provides public space, investor is electro distributing company. Low-emission vehicles in the city administration – 4 no. vehicles (E85, electricity, natural gas): 2012– 2022: investor is municipality; Free parking for vehicles using only alternative fuels (E85, electricity, natural gas): 2012–2022. 10. SEAP Tržič: Sustainable Energy LEAG (Local Energy Agency Gorenjska) will set up 1 E-CS from Action Plan of the Municipality of 2016–2020 Tržič (LEC) 11. Local Energy Concept of Introduction of new technologies through the introduction of buses to municipality Železniki alternative fuels (e.g. biodiesel, liquefied petroleum gas, etc.), free parking for electric vehicles, etc. Ensure a 4.9% share of RES in transport by 2015 and a 10% share by 2020. Provide a 50% share of RES for charging electric vehicle batteries and hydrogen vehicles by 2015 and a 100% share of RES by 2020 at public charging stations. Development of energy and charging infrastructure for the efficient use of modern, environmentally-friendly vehicles. 12. Local Energy Concept of E-CS infrastructure for electric and hydrogen vehicles. municipality Žiri

13. Project development of the region, Measure mentioned for the set-up of 1 E-CS. sustainable mobility, municipality Žiri

Local Energy Concept of It does not include actions for implementation of e-mobility or 14. municipality Žirovnica mobility.

15. Local Energy Concept of Municipality Gorje is planning to dedicate a share of parking spaces municipality Gorje for e-vehicles.

16. Local Energy Concept of For 2013 the plan was installing e-charging stations for electric municipality Bled vehicles at one or more service stations.

17. Local Energy Concept of It does not include actions for implementation of e-mobility or municipality Gorenja vas - Poljane mobility.

18. Local Energy Concept of It does not include actions for implementation of e-mobility or municipality Kranj mobility.

19. Local Energy Concept of It does not include actions for implementation of e-mobility or municipality Kranjska Gora mobility.

European Regional Development Fund

Report Pag. 76/217 20. Local Energy Concept of Under the chapter 10 LEK Objectives, point b. Use of energy in traffic municipality Naklo – measures, the following measures are mentioned for supporting e- mobility and other sustainable mobility: efficient vehicles with an internal combustion engine; economical driving and efficient use of vehicles; electric battery vehicles and hydrogen vehicles; charging infrastructure for electric battery vehicles and hydrogen vehicles; compressed natural gas (SZP) and liquefied natural gas (UNP); the mixing of biofuels with diesel and petrol; biofuels and other RES in public transport and agriculture; SZP in public urban transport 21. Strategy of sustainable development Electric mobility system: electric vehicles and rental bicycles, electric of Bohinj municipality 2025+ charging stations and charging subsidies during the transitional period, incentives for electric car users, subsidies for the purchase of electric vehicles of the citizens, establishing contacts with electric car manufacturers - Bohinj as test environment.

22. Bohinj for Sustainable traffic policy Document from 2017 states that in Bohinj 4 public E-CS were set up, 1 e-car was purchased for traffic ranger service and the municipality was running for the LAS funding for the purchase of another e-vehicle for mobile social services.

3.5 Regional vision, area of intervention and objectives 18 Municipalities of Gorenjska have a different approach and time-line regarding the implementation of e-mobility infrastructure and transition to the environmentally friendlier e-mobility in comparison to conventional one. Touristic municipalities or municipalities being pressured by bad air quality are motivated for a change and the objectives of those are already demonstrating a higher diffusion of e-mobility infrastructure, cooperation with e-mobility service providers and electro distributers. According to the national and European directives and policies the transition to the e-mobility in unavoidable. Therefor the vision and objectives of Gorenjska region are in coherence with the trend.

3.5.1 Regional Vision By 2023 Gorenjska region will have 80% of municipalities covered by E-CS interoperable network infrastructure supported by public administration financial incentives and policies, using the available resources and will have knowledge empowered public administration in regard to e-mobility.

By 2040 Gorenjska region will have an extensive user friendly e-mobile infrastructure and services according to European standards, which will enable a complete transition to electrical mobility.

Long term vision for Gorenjska region as a mountainous region includes use of e-mobility in city areas as well as in rural areas and highlands, according to the technological e-mobility development, regardless to the private or public choice of transport.

The Regional vision for sustainable mobility is already set in local Sustainable Mobility Plans or LEC Action Plans and other strategic documents and is complimenting the e-Mobility Transnational strategy for an Interoperable Community and Networking in the Alpine Space.

The vision of sustainable mobility in Gorenjska region is emphasizing a higher quality of life for the people also by use of sustainable means of transportation corresponding to the peoples’ needs. Proposals for the slogan incorporating the vision of e-mobility development were: - E-mobility on the way with me. (E-mobilnost z menoj na poti.) - E-mobility reliable co-driver. (E-mobilnost zanesljiv sopotnik.)

European Regional Development Fund

Report Pag. 77/217 - E-mobility for higher quality of life in Gorenjska (E-mobilnost za višjo kakovost življenja na Gorenjskem.) - Longevity with e-mobility (Živi dlje z e-mobilnostjo.) - I love green, thus I’m driving on electricity (Ljubim zeleno, zato vozim na elektriko.) - I love green, I’m using e-mobility (Ljubim zeleno, sem e-mobilen.) - E-mobility for clean air and silence (E-mobilnost za sveži zrak in tišino) - Protect the environment, drive e-vehicle (Varuj okolje, vozi z e-vozilom.) - Yes for Gorenjska e-mobility (Za e-mobilnost Gorenjske)

3.5.2 Regional plans & roles Region of Gorenjska aims to gradually upgrade existing E-CS infrastructure for private and public e-vehicles according to the trend of the demand in the sector of e-mobility and in parallel develop also infrastructure for the vehicles on alternative fuel. This means that the number of E-CS, the number of interoperable E-CS and the number of integrated interoperable E-CS in the networks is going to increase. Networks are going to connect nationally and transnationally. Two payment systems are going to prevail, with APPs and with the RIFD card. Localization and distribution of fast and slow E-CS are going to follow the behavior and needs of the users. The prices will be diversified according to the service and location.

Public authorities are reducing the use of cars in the city centers with soft and hard measures: slowing down traffic, closing streets for vehicles, building pedestrian and quite zones, cycling paths, dedicating parking spaces to e-vehicles and setting up or supporting the set-up of E-CS in the city centers, while building parking lots outside the city centers; striving to improve the public transport (better service, hybrid buses, e-mini buses …) and where the regular public transport is not cost affective turning it into public transport service on call. The measures of reducing the use of private cars are also parking price policy, supporting e-car sharing systems, buying e-vehicles for the business use and setting-up E-CS for their employees.

Public authorities cooperate with private investors who are interested to set up infrastructure supporting the diffusion of e-mobility or mobility of other alternative fuels. Public administration in Gorenjska region aims to seize available national or European non-refundable financial incentives for the implementation of the infrastructure and transport on alternative fuel. The role of public administration in Gorenjska region is perceived more as a supporting one in regard to setting up the E-CS. Even if owning the E-CS the majority of municipalities are giving the operation and management of E-CS to E-CS network operating companies which are in the case of Gorenjska in energy business sector (distributers of electricity, fossil fuel and other corresponding services).

The long-term aim is that ownership and management of e-mobility infrastructure, including the costs of electricity is transferred from municipalities to private sector and that municipalities are addressing only the spatial planning, parking policies, regulative policies, concessions for public transport and similar in connection mobility on alternative fuels.

3.5.3 The route: areas of intervention The main areas of intervention to be addressed in the RAP are identified from the state of play analysis and the SWOT analysis. The corresponding themes are listed in the table for Gorenjska region.

Table 13: Areas of intervention Area of intervention AoI Description a. Territorial coverage 18 municiplities of Gorenjska region: Bled, Bohinj, Clerklje na Gorenjskem, Gorenja vas - Poljane, Gorje, Jezersko, Jesenice, Note: connection to SO3 Kranj, Kranjska gora, Naklo, Preddvor, Radovljica, Šenčur, Škofja Loka, Tržič, Žiri, Žirovnica, Železniki European Regional Development Fund

Report Pag. 78/217 b. Cooperation between Regional Cooperation between PAs and RDAs of Gorenjska supporting the Development Agencies and public measures and activities connected to e-mobility and mobility on administration in Gorenjska region and other alternative fuels (transregional projects, knowledge capacity national level building, exchange and implementation of good practices, signing Memorandum of understanding for supporting diffusion of e- Note: connection to SO1 mobility). c. Installation of e-charging stations for Additional E-CS are going to be installed in the municipalities electric vehicles, public transport and where the number of E-CS is not promoting e-mobility, new hybrid vehicles installations will correspond to EU standard Type2. Installations of E-CS for all kinds of electric vehicles will be supported (buses, e- Note: connection to SO2 bikes). Policies of PAs will support purchase of environmentally friendly public transport vehicles (hybrid, natural gas, biodiesel, hydrogen) c. Increase interoperability Interoperability of E-CS networks will be supported. Non- interoperable E-CSs are going to be technically upgraded and new Note: connection to SO2 installations will correspond to standard of interoperability. Increasing of interoperability in technical terms means connecting E-CS with back office – program software, to get operational information of E-CS. Operation management of interoperable networks is going to continue being under the domain of private companies. The cooperation of different operators will link to common interoperable networks. d. Adoption of a joint politic of marking Inter-municipal agreement with operators on how to designate e-charging infrastructure on the field locations of e-charging stations in the field to increase the visibility of the service.37 Note: connection to SO3 e. Air quality measurement Implementation of measurements of air pollution due to traffic and rationalization in the scope, the installation of e-charging stations Note: Connected to SO3 for electric cars, public transport and hybrid vehicles will be done in Jesenice and continue in Škofja Loka and Kranj. f. Parking policy The plan is to increase the number of parking spaces for e-vehicles (with E-CS infrastructure), continue with the policy of free parking Note: Connection to SO3 for e-vehicles until the critical mass of e-vehicles, increase the service of P&R systems, reduce the parking space in the city centers, adjust parking pricing policy to promotion of sustainable transport. g. Public transport service Seize national and EU non-refundable financial subventions for purchase of hybrid or electric vehicles for public use. Change Note: connection to SO1 public vehicle fleet with combustion engine to electric battery vehicles. Support e-car sharing system. Rationalization of public transport service – public transport on call.

h. Building knowledge capacity of public Attending knowledge capacity building trainings, public administration discussions, cooperating in knowledge exchange projects and good practice exchange for management of e-mobility infrastructure, and Note: connection to SO1 and SO4 e-mobility in general.

37 Bled Municipality has this action written in Rules on Traffic Signaling and Traffic Equipment on Roads - floor marking no. 5354, traffic sign 3118. European Regional Development Fund

Report Pag. 79/217 i. Private-public cooperation in alternative Cooperation with electricity providers, private investors in E-CS fuel mobility infrastructure, E-CS operators, public transport concessioners, e-car sharing companies and supporting them with public space locations Note: connection to SO5 … j. Implementing existing policies for SUMPs and LEC Action plans already include measures for the mobility on alternative fuels implementation of e-mobility infrastructure and mobility on other alternative fuels. Public administration is responsible for the Note: connection to SO3 implementation and monitoring of the set measures. l. Examination of the importance of the Cooperation with the electricity distributor to coordinate the public electricity supply site for the E-CS based infrastructure of e-charging with the load of the electricity grid. on the load on the electricity network Note: Connection to SO2 m. Energy grid slowly follows In certain areas of the region the lack basic electrical grid development and needs of the e-mobility infrastructure is identified. The current electrical grid network is too grid weak to supporting of medium or high power E-CS (ones that take less than 12h to charge an e-vehicle) Note: Connection to SO2 n. Utilization of the Eco Fund and other Application for Eco Fund Call for proposals for co-financing national financial funds investments in e-mobility and dedicating funds to e-mobility from the Regional Development Agreement Note: Connection to SO1 o. A single regional information platform Supporting regional e-hub for e-mobility run by BSC, Ltd, Kranj e-mobilitygorenjska.si (e-HUB) with information. Providing information on the new E-CS instalations for updating information on E-CS infrastructure on the Note: connection to SO4 regional informational platform e-HUB.

p. Joint promotion of e-mobility Active participation of public authorities, suppliers and civil society on benefits of e-mobility, especially in the field of reducing Note: connection to SO4 emissions and, consequently, maintaining a healthy environment. Use of different communication tools for reaching different target groups (children, adolescents, senior citizens, elderly population …). The promotion should include different approaches to the target groups of users, including the educational approach, user experience and preventive measures).

3.5.4 Local RAP’s objectives In Gorenjska the strategic approach for the planning of an interoperable infrastructure for electric vehicle is defined in the following strategic objectives.

European Regional Development Fund

Report Pag. 80/217 Table 14: Strategic objectives Strategic Objective SO Description 1. Provide support to the local PA SORA, RAGOR and BSC, Ltd., Kranj support Municipalities by (municipalities) in the matters of preparation, coordination and in some cases also implementation of e-mobility projects connected to e-mobility. RDA of Gorenjska represents municipalities in communication with the national public administrative authorities (e.g. Agreement for the development of regions, coordinating LEAG project applications and implementation, preparation, submission and implementation of international projects, preparation of Regional Development Plan etc.).

2. Achieve complete interoperability RDA of Gorenjska BSC, Ltd, Kranj in cooperation with operator of of electric charging services regional E-CS and electro distributer are promoting and supporting by concrete actions the increase in number of interoperable E-CS and growing of the interoperable network. Municipalities are cooperating with electro distributers and operators of E-CS networks supporting the interoperability of electric charging services, by facilitating national subventions of Eco Fund investing in E-CS equipment and investing with their own funds in the infrastructural installation of the E-CS, following the EU technical standards of e-charging infrastructure.

3. Reach an adequate territorial Mapping locations - parking spaces for future e-charging stations. coverage for electric charging Strategically planning with corresponding documentation, parking surfaces services that meet the criteria for setting up e-charging stations (accessibility, frequency, closeness of public institutions, proximity to regional and motorway connections, and other sustainable forms of public transport) and integrating these plans into energy concepts. Homogeneous diffusion of E-CS networks throughout Gorenjska region.

4. Make the information on the Updating regional E-HUB, support the idea on national informational charging network available to platform for E-CS infrastructure, provision the local information of newly regional and transnational users established E-CS by municipalities of regional electro distributer.

5. Facilitate contacts between PAs Cooperation with electricity providers, private investors in E-CS and stakeholders (companies, infrastructure, E-CS operators, public transport concessioners, e-car private investors, private citizens sharing companies and supporting them with public space locations and …) infrastructural investments.

6. Integrate public transport and Promoting the purchase of electric buses for public transport, purchase of private transport business e-vehicles and setting up E-CS for their charging on the dedicated locations, preferably near the P&R parking lots with established E-CS infrastructure, business zones and at and around the airport. 2. E-mobility promotion Active operation of municipalities in establishing contacts with stakeholders (companies, private investors, individuals ...) who want to obtain information on e-mobility in the local area and the role of municipalities as promoters of e-mobility (mainstreaming the topic in the European Mobility Week, raising public awareness …)

European Regional Development Fund

Report Pag. 81/217 3.6 RAP actions In Gorenjska region the Area of intervention defined by the Administration and the Strategic Objectives for planning of an interoperable infrastructure for electric vehicle, defines the following Action.

3.6.1 Action list The Supra regional pillars give transnational strategic guidelines to be followed on the regional level in order to achieve balanced development in Alpine space for the e-mobility infrastructure and management. RAP’s objectives in this case define the regional objectives for implementation of sustainable mobility, in particular diffusion of e-mobility infrastructure and e-mobility in Gorenjska region to define and categorize actions to be taken achieving these objectives.

Table 15: Synthesis table of strategic actions for Gorenjska Region Supraregional Pillar RAP’s Objective Actions (from Trasnational Strategy) Strategy #1 – Define the  Facilitate acquisition of financial incentives best possible roles of PAs supporting municipal actions in diffusion of e- Provide support to the local mobility PA (municipalities)  Building knowledge capacity concerning E-CS infrastructure, operation and e-mobility Strategy #2 – Set  Initiate and support installation of E-CS according common minimum rules Achieve complete to EU standards enabling interoperable connection on infrastructure access interoperability of electric charging services  Support and initiate actions creating interoperable networks Strategy #3 – Improve  Increase in number of E-CS on the public parking the infrastructure areas

Reach an adequate  Increase number of E-CS for e-charging of e- territorial coverage for vehicles for public passenger road transport (or on electric charging services alternative fuel) and e-vehicles for business use

 Reinforce the electricity grid by cooperation of local, national public and private stakeholders Strategy #4 – Adopt an  Utilize regional RDA of Gorenjska e-HUB platform for mapping integrated, supra- Make the information on

regional mapping tool the charging network  Support and initiate creation of national available to regional and informational platform for e-charging infrastructure transnational users under the management and control of the national public body. Strategy #5 – Empower  Facilitate contacts between PAs and stakeholders communication among (companies, private investors, private citizens …)

public authorities and Promote e-mobility other stakeholders  Municipalities acting as promoters of e-mobility (informing users about novelties, promotion of usage) – utilization of e-HUB platform

European Regional Development Fund

Report Pag. 82/217 Supraregional Pillar RAP’s Objective Actions (from Trasnational Strategy) Strategy #6 – Guarantee  Transit of vehicles for public passenger road synergy among private transport, public and private business fleets into and public transport electric ones or run on other alternative fuels Integrate public transport

and private transport  Provision of infrastructure for public transport interchange, P&R systems, business zones, airport area

3.6.2 Action prioritization In the previous chapter the strategic objectives of Gorenjska region are translated into strategic actions that bring to the objective achievement. But the action list needs a prioritisation. It can be derived from the directions coming from the selected items as Area of Intervention: they translate in operative words the relevance that the Region defines for each action.

e-MOTICON proposes a Strategic Action Prioritization scheme based on participation-based governance models. The technical tool proposed for managing the multi objective complex theme is Multi-criteria analysis.

3.6.2.1 MCA methodology Multi-criteria analysis38,39,40,41 is a well-known and widely used tool that gives good results in complex spatial planning. It establishes preferences between options by reference to an explicit set of objectives that the decision making body has identified, and for which it has established measurable criteria to assess the extent to which the objectives have been achieved. In simple circumstances, the process of identifying objectives and criteria may alone provide enough information for decision-makers. However, where a level of detail broadly akin to CBA is required, MCA offers a number of ways of aggregating the data on individual criteria to provide indicators of the overall performance of options. A key feature of MCA is its emphasis on the judgement of the decision making team, in establishing objectives and criteria, estimating relative importance weights and, to some extent, in judging the contribution of each option to each performance criterion. The subjectivity that pervades this can be a matter of concern.

MCA has many advantages over informal judgement unsupported by analysis:  it is open and explicit,  the choice of objectives and criteria that any decision making group may make are open to analysis and to change if they are felt to be inappropriate,  scores and weights, when used, are also explicit and are developed according to established techniques. They can also be cross-referenced to other sources of information on relative values, and amended if necessary,  performance measurement can be sub-contracted to experts, so need not necessarily be left in the hands of the decision making body itself,  it can provide an important means of communication, within the decision making body and sometimes, later, between that body and the wider community, and  scores and weights are used, it provides an audit trail.

38 D.L. Olson – Multi-criteria analysis: a manual - www.communities.gov.uk - community, opportunity, prosperity 39 J. Rezaei – A Systematic Review of Multi-criteria Decision-making Applications in Reverse Logistics – Transportation Research Procedia – Volume 10, 2015, Pages 766–776 40 The Journal of Multicriteria Decision Analysis (John Wiley & Sons, Ltd) 41 D. L. Olson, H. M. Moshkovich, R. Schellenberger, A.I. Mechitov – Consistency and Accuracy in Decision Aids: Experiments with Four Multiattribute Systems – Volume 26, Issue 6 – Nov.1995 – Pages 723–747 European Regional Development Fund

Report Pag. 83/217

A standard feature of multi-criteria analysis is a performance matrix, or consequence table, in which each row describes an option and each column describes the performance of the options against each criterion. The individual performance assessments are often numerical, but may also be expressed as ‘bullet point’ scores, or colour coding in a basic form of MCA this performance matrix may be the final product of the analysis. The decision makers are then left with the task of assessing the extent to which their objectives are met by the entries in the matrix. Such intuitive processing of the data can be speedy and effective, but it may also lead to the use of unjustified assumptions, causing incorrect ranking of options. In analytically more sophisticated MCA techniques the information in the basic matrix is usually converted into consistent numerical values.

MCA techniques commonly apply numerical analysis to a performance matrix in two stages:  Scoring: the expected consequences of each option are assigned a numerical score on strength of preference scale for each option for each criterion. More preferred options score higher on the scale, and less preferred options score lower. In practice, scales extending from 0 to 100 are often used, where 0 represents a real or hypothetical least preferred option, and 100 is associated with a real or hypothetical most preferred option. All options considered in the MCA would then fall between 0 and 100.  Weighting: numerical weights are assigned to define, for each criterion, the relative valuations of a shift between the top and bottom of the chosen scale.

There is no normative model of how individuals should make multi-criteria choices that is without critics. The one that comes closest to universal acceptance is based on multi-attribute utility theory and derives from the work of von Neumann and Morgenstern42, 19 and of Savage,43in the 1940s and 1950s. If it can either be proved, or reasonably assumed, that the criteria are preferentially independent of each other and if uncertainty is not formally built into the MCA model, then the simple linear additive evaluation model is applicable. The linear model shows how an option’s values on the many criteria can be combined into one overall value. This is done by multiplying the value score on each criterion by the weight of that criterion, and then adding all those weighted scores together. However, this simple arithmetic is only appropriate if the criteria are mutually preference independent. The Analytic Hierarchy Process (AHP) also develops a linear additive model, but, in its standard format, uses procedures for deriving the weights and the scores achieved by alternatives which are based, respectively, on pairwise comparisons between criteria and between options. Thus, for example, in assessing weights, the decision maker is asked a series of questions, each of which asks how important one particular criterion is relative to another for the decision being addressed. A number of texts provide useful surveys of MCA methods.

All the features that describe each strategic action, according to the problem, will be considered as evaluation criteria in the MCA.

3.6.2.2 Methodology for Priority Action Definition The prioritization phase scope is to give a ranking that is linked to local PA vision and need, but also accounts which action could boost at most the implementation of the e-moticon strategy at local level, and to attain the strategic goal to which it relates. The selection of these actions came out from the collaboration of e-MOTICON PPs and local authorities. A common structure has been adopted for the description of the actions, which although hardly adaptable at the same time to the various intervention aspects, was necessary in order to later perform a MCA analysis for the objective assessment of the various action on the basis of common criteria. Firstly, each action was, assigned to strategic pillar of reference. Afterwards, for each project other elements of description have been indicated, among the other: - objective; - impact, - time and cost. According to the fact that the e-MOTICON partnership considers the evaluation of local actions needs to take into account a number of different criteria, they applied the multi-criteria analysis (MCA) with a common approach to

42 Von Neumann, J, and Morgenstern, O. (1947) Theory of Games and Economic Behaviour, second edition, Princeton University 43 Savage, L.J. (1954) The Foundations of Statistics Wiley, New York, NY European Regional Development Fund

Report Pag. 84/217 define the action prioritization. As a first step the e-MOTICON partnership selected the following KPI to measure action prioritization: • Action impact on homogeneous distribution of interoperable E-CS, • Economic Impact of the action on local territory (e.g. industrial sector), • Action Environmental Impact (e.g.: local pollution, GHG emission), • Action’s planned time duration, • Action’s planned cost. The second step was to select a proper score range for action evaluation. The selected range is from 1 to 3, with the following description:

Table 16: Priority action definition score Score Description 1 highest impact evaluation, shortest time, lowest cost 2 medium impact evaluation, medium time, medium cost 3 lower impact evaluation, longest time, highest cost

The procedure for score assignment was applied by e-MOTICON partnership in close cooperation with the local administrator of their reference territories,, according to the fact that the highest importance was given to the number of bodies involved in the administration and development of the interoperability and e-mobility in general, since they know the different aspects and peculiarities of the area of reference, useful tool for the local implementation of the Strategy. For this purpose a series of interviews and meetings involving the target group and the stakeholders of the project partners’ areas were carried out and the results are reported in action description. At the end of the analysis, in the 5 RAPs priority actions are listed. Each action is connected to the fact sheet (table), which shows the main features.

A common approach was shared among project partners in order to select “weight” to get a score for each action. The weights also come from a sharing approach among partnership and local target group/stakeholder.

Table 17: KPI description and weight Weight Weight KPI prop.#1 prop.#2 Action impact on homogeneous distribution of interoperable E-CS 20 17 Economic Impact of the action on local territory (e.g. industrial sector) 20 12 Action Environmental Impact (e.g.: local pollution, GHG emission) 20 16 Action planned time duration 20 30 Action planned cost 20 35

e-MOTICON partnership selected Weight proposal #1. This choice reflects the public administration high relevance to action impacts (that accounts for 60%), and less relevance to action time duration and costs (that accounts for 20% each). The action description was given also by a link to the e-MOTICON strategy pillar they account for, and the prevalent type of action (administrative, implementative, communication, planning, financial).

The output of the MCA analysis provides a hierarchical classification of the action, that translate in mathematical details the conceptual approach typical of the policy makers: this ranking try to summarize which action are suitable to fulfil the objectives, considering the evaluation and the motivational issue the Public Administrators consider as driving forces.

The prioritization Index (PI) is defined to normalize the score of each action, according to the general score among the whole partnership or within each single area. Each selected action is described with a proper PI derived by the procedure shared among the e-MOTICON partnership. Values for each action are defined indicating 1 as highest European Regional Development Fund

Report Pag. 85/217 impact and 3 as lowest impact, thus differing from MCA techniques commonly applied. The PI assigns a numerical score based on the strength of preference scale for each action, where lower values indicate the most preferred action and 0 represents the best one (real or hypothetical), and higher values indicate the less preferred action and 100 represents the worst one (real of hypothetical).

3.6.2.3 Ranking e-MOTICON project experts select MCA as a profitable tools that aims to objectively and rationally approach the complex evaluation of action prioritize among multiple criteria and multiple subjects. The procedure is aimed to uncover the strengths and weaknesses of an existing process, opportunities and threats present in the natural environment, the resources required to carry through, and ultimately the prospects for success in order to perform the prioritize, it is needed to score the attributes of the action. The following matrix is proposed. It needs to consider two main issues:  A description of the role the Administration is intended to have in the action realization,  A quantitative and qualitative evaluations of the three main criteria selected: Impact, Time and Cost (the three main axes in project management44, 45).

Table 18: Ranking table Extimated cost (€ IMPACT TIME or qualitative: ROLE (qualitative estimet ion: high- (action duration high medium low - medium-low) expectation)

range

CS

-

E

Action Describe the role 5y)

–

Title/Desc the Public Impact ription° Administration

is intended to

have in action years) (owner / lender / on Impact

term (within 1 year) 1 year) (within term

OMOGENEOUS OMOGENEOUS

Planner … etc) Impact Economic

H

Medium term (1 term Medium

DISTRIBUTION OF DISTRIBUTION

Environmental Environmental

Long term (more than 5 (more term Long

INTEROPERABLE INTEROPERABLE

Short

The criteria will be evaluated by means of the hierarchical approach, and the impact three criteria will be considered “sons” of the more general “impact” criteria, that will be compared with costs and time ones.

44 Atkinson, Roger (December 1999). "Project management: cost, time and quality, two best guesses and a phenomenon, its time to accept other success criteria". International Journal of Project Management. 17 (6): 337–342. doi:10.1016/S0263- 7863(98)00069-6 45 Baker, B. N., Murphy, D.C. and Fisher, D. 1983. Factors affecting project success in: D.I. Cleland and W.R. King, ed. Project Management Handbook. New York Van Nostrand Rein-hold European Regional Development Fund

Report Pag. 86/217

Figure 17: Three impact criteria

The output of the MCA analysis provides a hierarchical classification of the action, that translate in mathematical details the conceptual approach typical of the policy makers: this ranking try to summarize which action are suitable to fulfil the objectives, considering the evaluation and the motivational issue the Public Administrators consider as driving forces.

Table 18a: Ranking

Impact on Economic Environmental Estimated Action omog. distrib. of TIME Impact Impact cost *: activities, projects, political actions interop. E-CS taken in the short, medium or long RAP Area term to promote electric mobility and (1= short, recharging infrastructure in the (1= high, 2 (1= high, 2 (1= low 2= (1= high, 2 2= territories medium, 3 medium, 3 medium, 3 medium, 3 low) medium, low) low) =high) 3 =long) Facilitate acquisition of financial incentives supporting municipal Gorenjska Region 1 1 2 3 3 actions in diffusion of e-mobility. RDA of Gorenjska, BSC, Ltd, Kranj

Building knowledge capacity concerning E-CS infrastructure, operation and e-mobility - Gorenjska Region Building knowledge capacity 1 2 2 3 2 concerning E-CS infrastructure, operation and e-mobility - RDA of Gorenjska, BSC, Ltd, Kranj

European Regional Development Fund

Report Pag. 87/217 Action *: activities, projects, political actions Impact on Economic Environmental Estimated RAP Area taken in the short, medium or long omog. distrib. of TIME Impact Impact cost term to promote electric mobility and interop. E-CS recharging infrastructure in the territories Increase in number of E-CS on the Gorenjska Region public parking areas – Municipality 1 3 1 2 3 Bohinj Increase in number of E-CS on the public parking areas Gorenjska Region 1 3 1 2 3 Municipality Cerklje na Gorenjskem Increase in number of E-CS on the Gorenjska Region public parking areas 1 1 1 3 2 Municipality Kranj

Increase in number of E-CS on the Gorenjska Region public parking areas 1 3 1 1 1 Municipality Kranjska Gora

Increase in number of E-CS on the Gorenjska Region public parking areas 1 3 1 1 2 Municipality Bled

Increase in number of E-CS on the Gorenjska Region public parking areas 1 3 1 2 1 Municipality Bled

Increase in number of E-CS on the Gorenjska Region public parking areas 1 2 1 1 1 Municipality Bled

Increase in number of E-CS on the Gorenjska Region public parking areas 3 2 2 1 1 Municipality Žirovnica

Increase in number of E-CS on the Gorenjska Region public parking areas 2 3 3 2 2 Municipality Žiri

Provision of infrastructure for public transport interchange, P&R Gorenjska Region systems, business zones, airport 1 3 1 2 2 area Municipality Bohinj

Provision of infrastructure for public transport interchange, P&R systems, business zones, airport Gorenjska Region 1 1 1 3 3 area Municipality of Cerklje na Gorenjskem

Municipalities acting as promoters of e-mobility, utilization of e-HUB Gorenjska Region platform 2 3 1 1 1 Municipality Cerklje na Gorenjskem

European Regional Development Fund

Report Pag. 88/217 Action *: activities, projects, political actions Impact on Economic Environmental Estimated RAP Area taken in the short, medium or long omog. distrib. of TIME Impact Impact cost term to promote electric mobility and interop. E-CS recharging infrastructure in the territories Municipalities acting as promoters of e-mobility, utilization of e-HUB Gorenjska Region platform 2 1 2 3 1 Municipality of Jesenice, Radovljica and Bohinj

Reinforce the electricity grid by cooperation of local, national Gorenjska Region public and private stakeholders 1 3 3 2 1 Municipality Cerklje na Gorenjskem, Kranjska Gora Transit of vehicles for public passenger road transport, public and private business fleets into Gorenjska Region 1 3 1 3 2 electric ones or run on other alternative fuels Municipality Kranj Support and initiate creation of national informational platform for e-charging infrastructure Gorenjska Region under the management and 1 1 2 2 1 control of the national public body Gorenjske elektrarne, RDA of Gorenjska Utilize regional RDA of Gorenjska Gorenjska Region Regione-HUB platform for 2 2 2 1 1 mapping Support and initiate actions Gorenjska Region creating interoperable networks 1 1 2 1 2 RDA of Gorenjska, BSC, Ltd, Kranj

Initiate and support installation of E-CS according to EU standards Gorenjska Region 2 3 2 1 3 enabling interoperable connection RDA of Gorenjska, BSC, Ltd, Kranj

Economic impact, described by municipalities in the action tables provided in Appendix 1 is defined sometimes on what municipality would gain and sometimes on what would be the cost. Therefor when giving the estimation above it is in terms of the gain for the municipality as administration and not as an impact on regional economy. If there was an approximate estimation of the future economic impact on the territory then the evaluations would be different.

3.6.3 Action List with prioritization index In this chapter the action list table of chapter 3.4.1 is provided with a prioritization index (PI) derived from the methodology described in the previous tables. The prioritization methodology ranking explained in the chapter 3.6.2.2 applies to the Apendix no. 6: Prioritization index weighting table, where the lower the PI the higher the prioritization for the action and municipality.

European Regional Development Fund

Report Pag. 89/217 Table 19: Action List with prioritization index Action* action score Priority Index *: activities, projects, political actions taken in the (wheighed sum (action score RAP Area short, medium or long term to promote electric of impact normalized on mobility and recharging infrastructure in the multiplied for overall variance) territories each score) Facilitate acquisition of financial incentives supporting municipal actions in diffusion of e- Gorenjska Region 200 50 mobility. RDA of Gorenjska, BSC, Ltd, Kranj

Building knowledge capacity concerning E-CS infrastructure, operation and e-mobility - Building Gorenjska Region knowledge capacity concerning E-CS infrastructure, 200 50 operation and e-mobility – RDA of Gorenjska, BSC, Ltd, Kranj

Increase in number of E-CS on the public parking Gorenjska Region 200 50 areas - Municipality Bohinj

Increase in number of E-CS on the public parking Gorenjska Region areas 200 50 Municipality Cerklje na Gorenjskem

Increase in number of E-CS on the public parking Gorenjska Region areas 160 31 Municipality Kranj Increase in number of E-CS on the public parking Gorenjska Region areas 140 21 Municipality Kranjska Gora

Increase in number of E-CS on the public parking Gorenjska Region areas 160 31 Municipality Bled Increase in number of E-CS on the public parking Gorenjska Region areas 160 31 Municipality Bled Increase in number of E-CS on the public parking Gorenjska Region areas 120 11 Municipality Bled Increase in number of E-CS on the public parking Gorenjska Region areas 180 41 Municipality Žirovnica Increase in number of E-CS on the public parking Gorenjska Region areas 240 70 Municipality Žiri

European Regional Development Fund

Report Pag. 90/217 Action* action score Priority Index RAP Area *: activities, projects, political actions taken in the (wheighed sum (action score short,Provision medium of infrastructure or long term for to publicpromote transport electric of impact normalized on interchange,mobility and P&R recharging systems, infrastructubusiness zones,re in airport the multiplied for overall variance) Gorenjska Region 180 41 territoriesarea each score) Municipality Bohinj

Provision of infrastructure for public transport interchange, P&R systems, business zones, airport Gorenjska Region 180 41 area Municipality of Cerklje na Gorenjskem

Municipalities acting as promoters of e-mobility, Gorenjska Region utilization of e-HUB platform 160 31 Municipality Cerklje na Gorenjskem

Municipalities acting as promoters of e-mobility, Gorenjska Region utilization of e-HUB platform 180 41 Municipality of Jesenice, Radovljica and Bohinj

Reinforce the electricity grid by cooperation of Gorenjska Region local, national public and private stakeholders 200 50 Municipality Cerklje na Gorenjskem, Kranjska Gora

Transit of vehicles for public passenger road transport, public and private business fleets into Gorenjska Region 200 50 electric ones or run on other alternative fuels Municipality Kranj

Support and initiate creation of national informational platform for e-charging infrastructure Gorenjska Region under the management and control of the national 140 21 public body Gorenjske elektrarne, RDA of Gorenjska

Utilize regional RDA of Gorenjska Regione-HUB Gorenjska Region 160 31 platform for mapping

Support and initiate actions creating interoperable Gorenjska Region networks 140 21 RDA of Gorenjska, BSC, Ltd, Kranj

Initiate and support installation of E-CS according Gorenjska Region to EU standards enabling interoperable connection 220 60 RDA of Gorenjska, BSC, Ltd, Kranj

European Regional Development Fund

Report Pag. 91/217 3.6.4 Action table Tables of actions can be found in the Appendix 1 providing described information of actions by municipalities according to the action name, strategic objective, area of intervention, action description, PA role, bottleneck, expected results, estimated costs, funding method, current state, project life, project start and end date, localization, work plan and activities description, impact on e-mobility, impact on the environment, economic impact, overall impact on the territory and transferability. The summary of these actions may be found under chapter 3.6.3.2.1 Ranking. By the 11 October 2018, 8 municipalities of Gorenjska, RDA of Gorenjska, BSC, Ltd, Kranj and Gorenjske Elektrarne jointly contributed 21 actions aligned with 6 RAP’s objectives.

3.7 Coherence of the RAP with other competent authorities' policies and other organization In this chapter is provided a simple coherence matrix, with qualitative evaluation of coherence among goals and actions with other plans, the ones described in chapter 3.4:

Table 20: Coherence matrix between actions and local policies

Bohinj for Municipal sustainable Objective Action SUMPs LECs Development mobility Strategies politic Facilitate acquisition of financial incentives supporting municipal actions in diffusion of e-mobility

Objective # 1 Building knowledge capacity concerning E-CS infrastructure, operation and e-mobility

Initiate and support installation of E-CS according to EU standards enabling interoperable connection Objective # 2 Support and initiate actions creating interoperable networks

Increase in number of E-CS on the public parking areas

Increase number of E-CS for e- Objective # 3 charging of e-vehicles for public passenger road transport (or on alternative fuel) and e-vehicles for business use

European Regional Development Fund

Report Pag. 92/217 Reinforce the electricity grid by cooperation of local, national public and private stakeholders

Utilize regional RDA of Gorenjska Objective # 4 e-HUB platform for mapping

Support and initiate creation of national informational platform for e-charging infrastructure under the management and control of the national public body. Facilitate contacts between PAs and stakeholders (companies, private investors, private citizens …) Objective # 5 Municipalities acting as promoters of e-mobility (informing users about novelties, promotion of usage) – utilization of e-HUB platform Transit of vehicles for public passenger road transport, public and private business fleets into electric ones or run on other Objective # 6 alternative fuels Provision of infrastructure for public transport interchange, P&R systems, business zones, airport area

3.8 Monitoring and assessment system The proposed monitoring instrument is based on the description of the progress of the achievement of the action goals (see table “action description”). The percentage of achievement during action time life will be the measure of the action progress. The general starting date for the activities is 1 January 2019, excluding specific activities which start is predicted within the year 2018.

Table 21: Monitoring and assessment template. Actions Indicators Intermediate Intermediate Ending time Result evaluation Dec evaluation Dec evaluation 2019 2023 2030

Facilitate acquisition Number of Indication of Indication of the Indication of the of financial incentives financial starting date / 2nd 3rd supporting municipal instruments used indication of implementation implementation actions in diffusion of /budget acquired reporting date – period – 2nd period – 3rd e-mobility in EUR 1st milestone milestone milestone

European Regional Development Fund

Report Pag. 93/217 346/4; Baseline/Target 396,876.99/1M Number of Building Knowledge Indication of Indication of the Indication of the documented capacity concerning E- starting date / 2nd 3rd learning CS infrastructure, indication of implementation implementation interactions operation and e- reporting date – period – 2nd period if relevant involving mobility 1st milestone milestone – 3rd milestone municipalities47 Baseline/Target 12/30 Increase in number of Total number of Indication of Indication of the Indication of the E-CS on the public E-CS set ups starting date / 2nd 3rd parking areas indication of implementation implementation reporting date – period – 2nd period if relevant 1st milestone milestone – 3rd milestone Baseline/Target 28/48 Provision of Number of areas Indication of Indication of the Indication of the infrastructure for on interventions starting date / 2nd 3rd public transport indication of implementation implementation interchange, P&R reporting date – period – 2nd period if relevant systems, business 1st milestone milestone – 3rd milestone zones, airport area Baseline/Target 0/9 Municipalities acting Number of Indication of Indication of the Indication of the as promoters of e- municipalities starting date / 2nd 3rd mobility; utilization of acting as indication of implementation implementation e-HUB platform promoters of e- reporting date – period – 2nd period if relevant mobility 1st milestone milestone – 3rd milestone Baseline/Target 7/18 Reinforce electricity Initiative, action Indication of Indication of the Indication of the grid by cooperation of taken by starting date / 2nd 3rd local, national public municipality to indication of implementation implementation and private reinforce the reporting date – period – 2nd period if relevant stakeholders. electricity grid 1st milestone milestone – 3rd milestone Baseline/Target 1/1648 Transit of vehicles for Indication of Indication of the Indication of the public passenger road starting date / 2nd 3rd transport, public and indication of implementation implementation private business fleets reporting date – period – 2nd period if relevant into electric ones or 1st milestone milestone – 3rd milestone run on other alternative fuels Baseline/Target 3/749 Support and initiate Number of Indication of Indication of the Indication of the creation of national actions starting date / 2nd 3rd informational platform implemented indication of implementation implementation for e-charging reporting date – period – 2nd period if relevant

46 LEAG, Instrument – Agreement for regional development, Interreg programmes and e-MOTICON and e-MOPOLI 47 meetings, workshops, participations as observers in EU projects, on-line trainings … 48 It is predicted that 16 more municipalities will join the action until 2030. 49 It is predicted that 6 more municipalities will initiate the same action by 2030, even if 1 committed to the action. European Regional Development Fund

Report Pag. 94/217 infrastructure under 1st milestone milestone – 3rd milestone the management and control of the national public body Baseline/Target 0/1 Utilize regional RDA Number of Indication of Indication of the Indication of the of Gorenjska e-HUB active years of starting date / 2nd 3rd platform for mapping the platform indication of implementation implementation reporting date – period – 2nd period if relevant 1st milestone milestone – 3rd milestone Baseline/Target 1/5 Support and initiate Number of Indication of Indication of the Indication of the actions creating measures taken starting date / 2nd 3rd interoperable networks supporting the indication of implementation implementation action reporting date – period – 2nd period if relevant 1st milestone milestone – 3rd milestone Baseline/Target 150/551 Initiate and support Indication of Indication of the Indication of the Indication of installation of E-CS starting date / 2nd 3rd starting date / according to EU indication of implementation implementation indication of standards enabling reporting date – period – 2nd period if reporting date – interoperable 1st milestone milestone relevant – 3rd 1st milestone connections milestone Baseline/Target 252/353

3.9 Implementation & reporting The e-MOTICON Regional Action Plan will be implemented during the period 2019–2030, within this time it shall be monitored by implementation, reviewed and updated in accordance with the outcomes and needs of the periodic reports – Intermediate evaluations, chapter 3.8 and Quality Status Report in 2030, the EUSALP strategy, the new EU policies, national, regional (i.e. Regional Development Plan 2020–2027) and local policies. The regional plan will be implemented by means of local measures, guidelines and other agreements and the proposed and included action tables presented in Appendix 1. The sources of the implementation will include contracting parties’ national programmes of measures, joint activities and partnerships with other organisations. Some milestones to support implementation have already been identified. In order to be able to effectively monitor progress it is necessary to report regional implementation of the actions set out in this Regional Action Plan. The Regional Action Plan is an open document that will be updated according to the regional, local needs and future national policies up to 2030 (i.e. update of the national Action programme for alternative fuels in traffic, for the period of 2018–2020, prepared June 12, 2018).

50 Pilot action e-TRAIL 51 Initiating preparation of Eco fund call on the bases of RAP; building knowledge capacity regarding interoperability among PAs by documented learning interventions, issuing guidelines, supporting regional stakeholders, municipal engagement 52 Project and pilot e-TRAIL, 53 Supporting regional stakeholders – execution of the action; initiating the support on the national level; engagement of PAs European Regional Development Fund

Report Pag. 95/217 3.10 Communication strategy This chapter is providing a written reference upon which the progress may be judged. It indicates main stakeholders and their collaboration. It identifies54: - Clear and measurable communications objectives with evaluation, - Relevant audiences and available channels, - A plan of activities and a timetable, - Communication risks and mitigation, - Resources – financial and people.

3.10.1 Main regional, national and other stakeholders Main regional stakeholders in the Gorenjska region are represented by regional development agencies, local public authorities (i.e. municipalities, tourism institute), local economic sector and general public; whereas national stakeholders are ministries, public agencies, NGOs and research institutes; from economic sector auto-moto industry and producers of equipment and software for e-charging infrastructure and supportive infrastructure, electricity providers and electricity distributers, E-CS owners and service providers. Another segment of stakeholders are international funding institutions, providing ERDF, CEF and other financial instruments and transnational partnership consortiums. All mentioned stakeholder groups are important for achieving goals of this action plan, even though they play different roles in the promotion. The communication strategy of this Action plan will focus on public authorities in Gorenjska region – 18 municipalities, with mentioning of tourism institute (Tourism Bohinj) and Triglav National park; regional electro distributer Gorenjske Elektrarne and national public administration (e.g. Ministry of infrastructure).

3.10.2 Measurable communications objectives with evaluation Communication objectives relate to the implementation of the Action plan in the next years. The objectives are implementation of the set actions covering three main segments: - Promoting e-mobility, raising awareness and changing behaviors, - Facilitating implementation of e-mobility and infrastructure, - Acquiring resources – human and financial. In the process of communicating the objectives they are drivers, the people, organizations who are initiating and promoting the actions leading to the objectives, influencers, who, which might not be drivers; however they are influencing opinions and final results and supporters who, which will support the actions by financial, political or other means. Stakeholders who are pro e-mobility will partner in the actions. The ones who show interest however are hesitant or opposed need to be persuaded to take action. For those who show no interest the aim is to capture their attention. Third parties may be used to help persuade and create interest.

3.10.3 Promoting e-mobility, raising awareness and changing behaviours Changing behaviours is a long term process initiated by raising awareness by promoting e-mobility. It takes involvement of many different stakeholders segmenting and addressing target groups by custom made approaches. This Action Plan combines 2 actions for promotion of e-mobility from 4 municipalities, 4 actions from RDA of Gorenjska, including up-keep of the e-HUB e-mobilitygorenjska.si website for the regional promotion of e-mobility. The mentioned two actions address promotion by educating the users and potential users of all generations, beginning with kindergartens and elementary schools. One action is described generally and the other specifically targeting beside adults, children as well, changing behaviors long run.

54 University of Oxford, Writing a communications strategy, 2016 European Regional Development Fund

Report Pag. 96/217 Other promotional actions not described in the main document, still being implemented are actions initiated by Elektro Gorenjska that will keep motivating the municipalities for the investments in e-mobility infrastructure and initiation of activities to upgrade the existing electrical grid for further development of e-mobility infrastructure.

Gorenjske elektrarne and BSC, Ltd, Gorenjska has agreed to initiate and support the idea of a national joint e-mobility infrastructure platform in the ownership and operation of the Ministry of infrastructure that will nationally and internationally promote e-mobility. The Ministry will act as a driver and influencer and the 2 mentioned organizations as supporters. BSC, Ltd, Kranj in for the next 5 years committed to promote e-mobility by projects. Some are supporting the diffusion of e-infrastructure and one on-going, the cooperation with the Ministry of infrastructure for the promotion of e-vehicles and vehicles on other alternative fuels. This will be supported by transnational European partnership network and ERDF funds. This action is supported by 1 municipality action in this document. However they are more municipalities in Gorenjska region supporting this idea, without officially stating the action in this document. These above mentioned actions will be a tool of persuasion for the local and other stakeholders that are hesitant or opposed to the implementation of e-mobility and will aim to attract the indifferent stakeholders. Total number of promotional actions is therefore higher that described actions by municipalities. It has to be taken into an account that the promotion of e-mobility will be initiated by the municipalities and other regional stakeholders not contributing to this document.

Table 22: Identified promotional actions and actors Action Actors Measure General promotion of e-mobility 3 municipalities Annualy no. of actions for the promotion /11 years / baseline 0 / target 1 per year Promotion of e-mobility addressing specific 1 municipality 11 years / baseline 0 / target 1 per year target groups Promotion of e-mobility by website RDA of Gorenjska Baseline 1 year / target 11 years

Promotion of e-mobility by transnational RDA of Gorenjska Baseline 3 / target at least 1 additional projects in the next 5 years. Promotion of e-mobility by national Ministry of Baseline 0 / target 1 informational e-infrastructure platform infrastructure, RDA of Gorenjska, GEK

3.10.2 Facilitating implementation of e-mobility and infrastructure Facilitating implementation of e-mobility and infrastructure can be a latent way of promotion. It helps by the first objective of raising awareness and changing behaviors. Users of e-vehicles and e-charging infrastructure are promoters on their own, promoting by example and if properly utilizing their experience also by their feedback on e- mobility. Potential users of e-vehicles and e-charging infrastructure get a strong massage of the change and opportunity when seeing the set-ups of e-charging infrastructure and e-vehicles on the road. Auto-moto industry and producers of equipment and software for e-charging infrastructure are playing one of the mayor roles in diffusion of e- mobility. They are responsible for provision of equipment and e-vehicles attractive by design, function, comfort, price and availability to the customer. If one or more of this segments is unattractive other stakeholders driving and influencing the transfer to e-mobility will have a harder job at achieving tangible results.

This Action Plan combines 7 types of actions for promotion of e-mobility by facilitating implementation of e-mobility and infrastructure. 6 municipalities and RDA of Gorenjska committed to implement 16 actions. Beside submitted actions by regional stakeholders, GEK as operator of interoperable E-CS network, regional electro distributer and owner of E-CS network is initiating promotion of e-mobility infrastructure. European Regional Development Fund

Report Pag. 97/217

Actions of e-mobility implementation and infrastructure can be utilized promotionally. Every set up and initiation of operation of E-CS, construction of P&R systems, setting up interoperable networks of E-CS and similar actions have to be made official, accompanied by promotional activities and supported by the Mayor of the municipality. A person within every municipal administration needs to be delegated for the responsibility of promotional activities utilizing every opportunity and media channel (online, paper, radio, TV, spreading a rumor, on the spot by signs …) to promote e-mobility and infrastructure. It is advised that every event is promoted before the event happening and after the event.

Table 23: Identified promotional actions and actors Action Actors Measure Promotion of mobility by GEK Baseline implementation of 14 E-CS / target by 2030, initiating projects implementing 50 E-CS installations. e-mobility infrastructure Promotion of diffusion of e- RDA of Gorenjska, Number of actions taken for diffusion of AFVs. vehicles and vehicles on municipality/s, Baseline 5 (project e-MOPOLI, national legislation, alternative fuels (AFV) Ministry of hybrid bus in Kranj, fleet change of TNP), e-vehicle infrastructure, for public maintenance Bohinj / target 6 additional (at transnational least 4 municipalities purchasing AFVs, 1 strategic cooperation national policy change, 1 promotional process initiated) Promotion of mobility by Municipalities Baseline 28 E-CS / target 15 action implemented initiating projects implementing combining 10 actions of E-CS set ups (over 26 E-CS), e-mobility infrastructure 2 P&R systems, enforcing the electricity grid system and 2 other actions.

3.10.3 Acquiring resources – human and financial Every attempt of promotion depends on resources. Every stakeholder dedicated to implementing e-mobility and dedicated infrastructure has to identify and consider, reserve available human and financial resources to reach the objective. Well-chosen human resources bring in the needed financial resources. Public authorities, when choosing the right people for the promotional activities, need to be attentive to the following: - Is the person chosen for the job interested in the topic to be covered or in the delegated task? - How good are the communication skills of the person chosen for the job? - What are the person’s skills and knowledge and do they fit the job requirements? - Is a person well representing oneself? - Is the person acceptable for the audience? - Is a person camera shy, prepared to do the interviews if needed, have speeches …? - Is the one a busy or a productive person? - Can the person chosen accept constructive suggestions for improvement and is one keen to learn? - Is a person flexible to adjust and mitigate crises? - What is one’s working ethic; will a person bring an added value to the promotional activities or just do the job? - What are the expectations? Financial resources can be acquired by several financing instruments provided by European and national funds. For the municipalities interested to gain financial resources for e-mobility and e-mobility infrastructure they might already know: - Eco Fund, Fund for climate change, - LEAG, - Cohesion funds,

European Regional Development Fund

Report Pag. 98/217 - Nonrefundable co-financing instrument Environmental LIFE programme, - Nonrefundable co-financing instrument ERDF fund, - Nonrefundable financing instrument Connecting Europe Facility (CEF), IPE – investment plan for Europe, - European Fund for Strategic Investments (EFSI), - Combination funding: CEF + EFSI + EIB (EIAH) + SID + private capital, - For investments and energy grid planning: Horizon 2020 Energy Efficiency and intelligent Energy Europe.

One action has been noted directly in the Action plan and one indirectly, indicating municipal acquisition of Eco Fund financing.

Table 24: Identified promotional actions and actors promoting by utilizing financial and human resources. Action Actors Measure Promoting e-mobility by RDA of Gorenjska, BSC, Ltd, Baseline 355 / target at least 3 facilitating acquisition of financial Kranj additional incentives supporting municipal actions in diffusion of e-mobility.

3.10.4 Relevant audiences and available channels Municipalities and other public authorities can play an important role in e-mobility promotion, leading by example, by policy making and implementation and active promotion on the events (attending the events, photographing, making speeches …). Concerning municipalities, the mayors are the first to communicate the e-mobility support to the general public as well as to the economic sector. Since the municipalities are in the position of giving concessions to private companies responsible for the public passenger road transport they should set a quota of e-vehicles and other vehicles on the alternative fuels, in the fleet of passenger road public transport. By every change of fleet this quota should be applied. This kind of decision making sends a strong massage of change to all audience.

Depending on who is communicating to whom and what, the relevant groups of audience to be addressed for the promotion of e-mobility are: - Economic stakeholders, - Public administration, policy makers, - Trend setters, lobysts, - Regional development agencies, - Institutes, - NGOs, - General public, all generations.

Channels available to be used are56: - Media: local, national, international; print, broadcast, web, social, - Lobbying: local and national government, funding bodies, special interest groups, - Marketing: brand, website, advertising, brochures, fliers, video, - Events: conferences, launch events, public speeches, tours of building sites.

3.10.5 A plan of activities and a timetable Properly planning promotional activities and implementing them creates a positive image and a good name to an organisation or a cause. Promoting e-mobility is promoting cleaner environment, reduction of noise, different user behaviors, different use of energy and a different way of living. Therefor one should not do it randomly, when opportunity occurs, even though this is also affective to a point, it’ll not build an overall image, position, “brand”. It

55 E-MOTICON, E-MOPOLI, LEAG 56 Oxford, 2016 European Regional Development Fund

Report Pag. 99/217 will not support the vision effectively. It is recommended that municipalities plan the promotional activities annually and create a time table.

Since stakeholders are very much engaged in different activities timing is important. Scheduling the timetable from the deadline backwards is an approach helping to avoid obstacles, pressure and time congestions. Always planning a time buffer is essential. Other important aspects are: creating a timetable of all activities, identifying points of attraction, media coverage, available spokes people and places of venues, properly plan invitations and registrations, prepare affective monitoring and be reactive to deviations.

Table 25: Planning promotional activities for Action plan, example May 2019 September 2019 December 2019 Media Announce set-up of new Inform about the progress Organize a promotional charging stations, set up event, propose an interview, engage interview, engage mayor stakeholders Publications Contact tourism Print the materials Distribute the brochures at stakeholder, arrange the the opening event meeting for integration of the e-mobility infrastructure change in the brochure Event Plan the invitation list, Send out invitations; Execute the event venue, catering, speakers engage in the preparation – do the event plan of the content.

3.10.6 Communication risks and mitigation Even if perfectly planning a project of promotional activity there is always a risk that something goes wrong. Therefor it is important to identify potential risks preventing achievement of the goal, even very basic like, what if the responsible person gets ill, who is acting as a wing person? Or where, how one should act in case of rain at the open event? Who should step in as a substitute for the spoke person if first choice is not available at that time? Therefor it is important to identify them ahead, consider the reaction of the involved and mitigate the risks. It is always good to have a plan B.

Always set the monitoring system to verify the results.

3.10.7 Resources – financial and people in general Resources are the most important aspect in every activity, thus as well in promotion, especially since the promotion may be find in almost every activity. Human resources are the biggest asset and more important than the financial resources. It is crucial to select the right people for the job.

In terms of creating a team, the responsible needs to define: - The needs to be addressed to achieve the goal, - Identify the skills, knowledge and character of a person, - Identify inter relations within a team to match, make the right choice of people.

Each of the persons in a team needs to be empowered to do their job independently by the highest standard, still having the support if needed. Praise is as important if the job is done well as the consequences if the job is not done well. Measures to avoid mediocracy or worse have to be pre-established. The concept of empowerment relates to gaining the knowledge, skills to execute the job as well as to be free in how to do the job to the expected standard. It is important to know the strengths and deficiencies of the people to fill in the gabs and act, manage, delegate the work accordingly. For every team as well as for an organization it is essential to identify talents and potentials, protect and European Regional Development Fund

Report Pag. 100/217 invest in them, to keep or develop them. People destructive to the team or organization’s culture, environment in general need to be removed from the team or disempowered, even if in average having good results. This has been recommended by top 5 Slovenian managers, stating that those kinds of people are negatively influencing the organisational climate, destroying the potential of harmonious development and growth of the other individuals, the team or the organization.

Regarding the financial resources, public authorities (municipalities and other) have an annual budget, with a very specified plan of costs and few options for rebalancing. It is essential that the organization expecting funds from municipalities or other public authorities gives a precise evaluation and description of the cost, investment with results envisaged, conditions and prioritisation to manage peoples’ expectations, to the deadline set by public authorities. Gaining funding from other sources (national or EU funds) is an added value. Therefor municipalities have already defined sources of financing. The support of external organizations, like regional development agency, is helpful in the acquisition of additional financial resources.

3.11 Conclusion of local RAP The role of the public administration of the e-mobility promotion and cooperation with all relevant stakeholders is crucial in this stage of diffusion of e-mobility. The most important impact that the public authorities may have on the e-mobility and mobility on other alternative fuels is creating corresponding policies supporting the transition to the new way of energy use and mobility.

Additional promotion is setting up public E-CS infrastructure and changing their own fleets to electric ones.

There is much to consider, from spatial planning, electricity generation, distribution, grid reinforcement, e-charging infrastructure – considering: how many multi-dwelling settlements with no or open parking lots are in the territory, how many with garages where E-CS can be established, how many single residential homes are in the area and how many of those have the option of home e-charging station; what is the e-charging capacity in business or public service facilities; touristic areas, where are touristic flows, where are transit areas; commercial areas, industrial areas and what are the needs of the e- or other alternative fuel charging infrastructure regarding the type of vehicles used. Currently the co-financing support for the charging infrastructure of AFV is dedicated to public authorities. Otherwise these considerations are in domain of private investors.

Informational platforms for E-CS infrastructure, interoperability and roaming systems are, should be policy regulated and this is another role of public administration where they are in power and should be responsible. According to the territorial analysis of the needs, they should set the percentage of non-interoperable E-CS allowed or needed.

There is still a lack of interest from local public authorities in supporting e-mobility and e-charging infrastructure by financial means; because the subventions are a small part of the whole investment and a lot of times the long and short term costs of investing in e-charging infrastructure are too high for the municipal budget. The highlight is that private investors are more and more interested in investing into e-mobility.

The E-CS infrastructure is in relation to the demand sufficient and spreading. The services are improving. The downside is that the user will need to wait a while until the ad-hoc payment solutions with credit cards are implemented also in the current E-CS services, which is already the standard in some other Alpine space countries and required by European legislation. As well in this case policy makers play a crucial role, regardless whether are on the local or national level.

The demand side is still lacking. Promotion of e-vehicles and vehicles on other alternative fuels is another process that is being initiated. Public authorities need to start preparing policies supporting the acquisition of e-vehicles and other vehicles on alternative fuel.

European Regional Development Fund

Report Pag. 101/217 Promotion of e-mobility is manifested in many ways. Public administration has to consider measurable communication objectives with evaluation, identify and address relevant audience and use available communication channels, properly plan activities and timetables, identify risks and mitigate them. All of the stated can only be done by identifying and acquiring resources.

Even though all municipalities have been invited to contribute to this document, 10 out of 18 responded and 9 gave the contribution of actions. For the 8 non responding municipalities one may speculate that they are satisfied with the actions described in their local documents and they haven’t seen the need to be included in the regional action plan.

From 18 municipalities and other private entities invited to give the suggestions for slogan and votes on the proposed ones, 6 municipalities of Gorenjska, 1 regional development agency and 1 electro distributor voted on the e-mobility slogan for Gorenjska and the most vots got: E-mobility on the way with me. (E-mobilnost z menoj na poti.)

European Regional Development Fund

Report Pag. 102/217 4 THE GORIŠKA REGIONAL ACTION PLAN

The present document represents the e-MOTICON proposal for the Goriška region (SI) by project partner Posoški razvojni center, with the support of local administrators and stakeholders, for the area planning of an interoperable E- CS network. For the proposal to become a planning tool it will be necessary to submit the document to all the procedures. Waiting for this, it will be possible to define a protocol of agreement with respect to which the regional councilors undertake to adopt the RAP.

4.1 Identification of Goriška Region target group In accordance with the Constitution of the Republic of Slovenia, the basic self-governing local communities are the municipalities. Otherwise, Slovenia is divided into so-called functional or statistical regions or areas of inter- municipal cooperation. These breakdowns were made in the mid-seventies of the twentieth century for the needs of regional planning and cooperation in various fields (Lokalna samouprava, 2018). Statistical region corresponds to NUTS3 classification or the so-called Development regions. The development region is a fundamental functional territorial unit for the planning and implementation of regional development tasks. In Slovenia there are 12 regions that correspond to NUTS3 territorial units, with the exception of Posavska region, which also includes the municipalities of Radeče and Bistrica ob Sotli from the adjacent territorial unit NUTS 3 – Savinjska. The target groups of the Regional Action Plan (RAP) are the municipalities that are included in the Goriška Development Region. The name “Goriška development region” is shortened to “Goriška region” for the purposes of this Regional action plan. The geographical area of Goriška region includes 13 municipalities: 1. The City Municipality of Nova Gorica, 2. Municipality of Ajdovščina, 3. Municipality of , 4. Municipality of Brda, 5. Municipality of Cerkno, 6. , 7. Municipality of Kanal ob Soči, 8. Municipality of , 9. Municipality of Miren - Kostanjevica, 10. Municipality of Renče - Vogrsko, 11. Municipality of Šempeter - Vrtojba, 12. Municipality of and 13. Municipality of Vipava. Meetings were held with all 13 municipalities where the e-MOTICON project was presented and the existing situation and plans for the installation of new charging stations for electric vehicles were reviewed. In addition to the above-mentioned stakeholders, the following ones are also important for successful implementation of e-mobility: • GOLEA, Goriška Local Energy Agency, Nova Gorica, Slovenia (the mission of the agency is to promote the continuous improvement of efficient energy use and the accelerated introduction of renewable energy sources with a focus on achieving the energy independence of the region); • Ministry for infrastructure (Ministry is responsible for rail, road, air and maritime transport, inland waterway navigation, transport infrastructure and cableway devices, energy, mining, efficient use of energy, renewable energy sources, sustainable mobility and transport policies); • EKO SKLAD (Eco Fund is a specialized public financial institution for the promotion of environmental protection in the Republic of Slovenia. For this purpose, it grants favourable loans to municipalities, other legal entities, SMEs and

European Regional Development Fund

Report Pag. 103/217 private individuals and citizens, since 2008 grants also non-refundable financial incentives for various measures of efficient use of energy and the use of renewable energy sources). Subsidies are paid by Eco Fund on the basis of public calls for co-financing of electric vehicles for legal entities and citizens. In 2018, the subsidy for the purchase of an electric vehicle is EUR 7,500.00, and for connection hybrids EUR 4,500.00. Subsidies will be gradually reduced as EV prices fall; • Elektro Primorska (the company with the main activity of electricity distribution, also for Goriška region); • Service providers for car rental and for charging e-vehicles; • Companies in the field of development, parts production and sale of e-cars, E-CSs, etc.; • Universities and other development institutions.

4.2 Description of the area/regional of intervention

The territory and the morphological aspects Goriška region is one of 12 statistical / development regions in Slovenia. Region includes 13 municipalities. This chapter describes social, economic, geographical, infrastructural and mobility characteristics of the region, which are of key importance for analysing the potential for the development of electro mobility in the area.

Figure 18: Goriška statistical region Source: Statistični urad RS

The territory and the morphological aspects Goriška region lies in the west of the country, along the Italian border. The Julian Alps, the Soča River and the fertile are the most recognizable natural geographical features of the region.

According to the Statistical Office of the Republic of Slovenia (SORS), the size of the region is 2,325 km2 (11.5% of Slovenia’s surface).

The region is characterized by natural diversity: it extends from the highlands of the Julian Alps in the north, through the Idrijsko-Cerkljansko hills, the high dinaric karstic plateaus of Banjšice and Trnovski gozd to the Vipava Valley in the south. Intensive and diverse natural processes have created many natural phenomena that stand out with special value. Exceptional biodiversity is also due to the exceptional natural features of the entire area. All the diverse European Regional Development Fund

Report Pag. 104/217 landscapes are connected by the Soča River and its tributaries: from the upper alpine part, through the middle part between the confluence with the River and the entrance to the Goriška plain, to the lower part of the river basin where Soča crosses the state border and enters (in Italy) (Regionalni razvojni program, 2014).

There are four phyto-geographical areas in the region: - the Alpine area of the upper Soča Valley, - a pre-Alpine area in the Idrijca River Basin, - Dinaric plateaus of Banjšice and Trnovski gozd, Kolovrat and Nanos massif, - sub-Mediterranean area of the Soča Valley, Vipava Valley and Goriška Brda.

The majority of the region is mountainous and rural. It is characterized by high forestation (forests cover 67.4% of the region). Although forests do not prevent agricultural production, they show that a large part of the territory is less suitable for agricultural production – only 28% of the land is agricultural. Of all available agricultural land, meadows cover 83% of the area. 29,414 hectares of agricultural land are in use, which represents 12.65% of the area. A large part of the grassland allows livestock farming to be the main agricultural activity in the greater part of the region, while at the same time a high proportion of the grassland shows the functioning of natural factors that prevent more intensive land use. The exception is the Vipava Valley, the area of Nova Gorica and Goriška Brda, where there is more flatland with a higher density of settlement and more intensive use of soil.

Figure 19: Relief of Goriška region Source: Geopedia.si

Demographic Features According to SORS, in 2016 the number of inhabitants in the region was 117,931 (6% of the population of Slovenia). It was the only region in which the number of men was approximately equal to the number of women (women were 9 less than men). The region was the first in the proportion of age 80+ population (6%). Natural and migratory growth

European Regional Development Fund

Report Pag. 105/217 were negative; the total number of inhabitants decreased by 265 in relation to 2015. There were 41 students per 1,000 inhabitants, the highest among all regions. (Slovenske statistične regije, 2017) The figure below shows the share of the Slovenian population living in Goriška region (6%), compared to the area of the region that covers 11% of the surface of Slovenia. A comparison with other regions in Slovenia is also presented.

Figure 20: Share of population (blue) and surface area (violet) of statistical regions of Slovenia in 2016 Source: Regije v številkah, 2018 It should be noted that there are noticeable differences within the region: in the Upper Vipava subregion, the number of inhabitants is rising, while in other sub-regions the population still decreases. (Demografski trendi, 2014) The average population density was 51 inhabitants per km2 (in year 2011), but it is quite uneven across the region. The highest population density is in the area of Nova Gorica with its surroundings, followed by Vipava Valley and Goriška Brda. Other areas have a lower population density. The figure below shows the density of settlements in municipalities.

European Regional Development Fund

Report Pag. 106/217

Figure 21: Population density (number of inhabitants per km2) Source: Slovenske statistične regije, 2017

Economic Features According to SORS data, the unemployment rate in Goriška region was lower than the Slovenian average and the second lowest in the country. 15% of employed persons worked outside the region of residence, which was not much; only the Osrednjeslovenska statistical region had a lower share (9%).

Table 26: The basic economic data and indicators for Goriška region in 2016 Economic indicators Year 2016 Number of persons in paid employment 44,716 Number of registered unemployed persons 4,408 Average monthly gross earnings per person in paid employment 1,523.53 Number of enterprises 11,705 Gross domestic product (GDP) in region (mio EUR) 2,119 Source: SORS, 2018

Territory description The basic self-governing local communities in Slovenia are municipalities. Municipalities are today defined as the highest and autonomous part of local self-government. At present (2018), Slovenia is divided into 212 municipalities.

In addition, Slovenia is divided into administrative units (AU). AUs were established in 1991, when the state administration completely separated itself from local self-government. Slovenia includes 58 AUs, responsible for carrying out all administrative tasks that do not fall within the domain of local self-government and which do not fall

European Regional Development Fund

Report Pag. 107/217 within the domain of ministries. AUs implement various administrative procedures and serve as a link between Slovenian citizens and the state itself. Slovenia is divided also into 12 functional or statistical regions, mainly for the needs of maintaining national statistics by the Statistical Office of the Republic of Slovenia. Goriška statistical region (Goriška region) includes 13 municipalities and is divided into 4 administrative units, although the territory of the AUs does not overlap precisely with the statistical region. As it was already mentioned in the previous chapters from the territorial point of view statistical region corresponds to development region according to NUTS3 classification. The development region is a fundamental functional territorial unit for the planning and implementation of regional development tasks but it has no formal administrative jurisdiction, meaning that in Slovenia regional level (as it is known from other countries) is in fact non-existent. The body for coordinating development initiatives in the region is the Development Council of the region in which municipalities, the economy associations, the self-governing national communities and non-governmental organizations equally contribute to the decision-making process in order to realize the development interests. The key tasks of the Regional Development Council are the creation of a regional development network and the preparation and adoption of a Regional Development Program, an agreement for the development of regions and regional projects.

Infrastructure Features

Transport role of the region: The Goriška region had an important transport role in history, connecting the western and eastern parts of the central European area. Today this role B was partially lost due to shifting the important European transport corridor (railway, road). The key transport link is the highway Vrtojba–Razdrto, which was completed in 2009. The part of the highway between Ajdovščina and Razdrto is often closed due to a strong bora winds that prevent freight traffic and cause economic damage. Traffic accessibility and coverage of individual sub-regions with roads are very different and in the north of the region insufficient. In the west, where the region is bordering Italy, traffic connections with neighbouring Benečija and province are poor and insufficient. There is no investment in the modernization of the railway connections of the region. The railway Sežana–Jesenice, Nova Gorica–Ajdovščina is a one-rail-track and is technically obsolete. It is not fully electrified. The Nova Gorica–Jesenice railway corridor is becoming more and more recognizable as a historical tourist link, attractive for visitors. A car train connects Goriška and Gorenjska region on the rail-route Most na Soči–Podbrdo–Bohinjska Bistrica. Road infrastructure: In 2011, the region had 733.3 km of national roads, which is almost 11% of the total national road network (Slovenia – 6,728.3 km). The reason for the increase in the scope of the national network (in 2007: 715.5 km) is in the recategorization of the roads and in the construction of the Vrtojba–Razdrto highway. The main traffic axis is the highway (Razdrto–Vrtojba), which serves mostly for transit traffic from Italy to the East. The region has a total of 44 km of highways. For polycentric and economic development of the region, the proposal of the state-important road connection, the so-called Fourth Development Axis (Škofja Loka–Cerkno–Želin), and the modernization of the equally important line Logatec–Idrija–Želin towards Tolmin to Robič, is of great significance. Two important road connections are linked to the Fourth development axis, namely the section Kobarid–Bovec and the section from Peršet to Nova Gorica; the so-called north-south connection, which is important for ensuring safe transport connection of the Upper Soča subregion with central Slovenia and the regional centre Nova Gorica. The above-mentioned road connections are seen by the region as a logically connected whole, vital for ensuring the basic infrastructure conditions and vitality of the north-western part of the region (western Slovenia). Existing transport links have low transit ability and insufficient safety (low speed, black points, unprotected sections), especially in the section between and Trebuša. On the Godovič–Idrija section, a large-scale modernization of the road was carried out, also at several sections between Spodnja Idrija and Stopnik.

European Regional Development Fund

Report Pag. 108/217 Poor transport connection and inaccessibility of the Upper Soča subregion and the Idrija–Cerkno subregion is an increasing developmental obstacle of the Goriška region, therefore a key national project is implementation of Fourth development axis, aiming at connecting Goriška with Gorenjska region at allowing faster and safer traffic and at improving the openness and accessibility of the north-western part of the region. Despite the improvements in the state road connection along the Idrijca River Valley, the Upper Soča subregion remains problematic since it has the worst accessibility to the highway network and to major urban centres in the whole Western Cohesion region. Directions Bovec–Nova Gorica and Robič–Škofja Loka–Ljubljana with a branch to Logatec are very important for daily work migrations. Fourth development axis is an investment project with a direct positive impact on the economy and the environment (ensuring the conditions for the operation of existing successful businesses and new companies and the development of tourism). Access to all areas in the region, including rural areas, is a prerequisite for the development of the economy and for ensuring even settlement of the area. Due to the fact that there are no planned high-speed road connections and highways in the north-western part of the region, the planned section in the Fourth development axis, namely between Cerkno and Hotavlje (foreseen tunnel), is of great importance for the development. Despite the fact that the route between Gorenja vas and Cerkno has not yet been determined, since there are several options on the table, the region, within the framework of existing structures (the Council of the Regions, the Council of the 4th ROS Committee) has opted for the continuation of the variant, which includes a tunnel under Kladje. The large length of local road connections in the region requires also large investment, since the terrain is geologically demanding and geographically diversified. In the region there are 2,460.5 km of municipal roads, which require extensive investments in regular maintenance due to the complexity and composition of the terrain. Travel speeds allowed by the national road network in the region are significantly below the national average (Logatec–Idrija–Želin–Tolmin–Bovec, Želin–Kladje–Sovodenj). The transversal connections of the region (Godovič– Ajdovščina–Karst link to the Italian coast, the so-called Alpika) are also poor. Throughout the settlements lead inadequately regulated regional roads that threaten the safety of the inhabitants. Of particular importance are the local roads that allow access to the countryside – a prerequisite for the development of the economy.

European Regional Development Fund

Report Pag. 109/217

Figure 22: Road network in Goriška region Source: Geopedia.si, 2018

Airport infrastructure: In the region there are two active sport airports: in Ajdovščina (restrictions due to the bora wind) and in Bovec.

National and local cycling network: Apart from Nova Gorica and its surroundings, the region does not include national network of bicycle connections. In 2013 there were only 6 km of public roads for cycling in the region. During the period 2010–2012, alongside with the construction of the water supply system Mrzlek, the route along the Soča River was partially constructed. An investment of additional 10.9 km of public cycling routes with a co- financing of EU funds of about EUR 5 million is in completion.

European Regional Development Fund

Report Pag. 110/217 Municipalities are preparing project documentation for bicycle connections. Project documentation for the cycling connection between Idrija and Spodnja Idrija, sections in the area of the municipalities of Tolmin and Kobarid is in the process of development (within various cross-border projects). The regional project for the preparation of a regional cycling network concept is being implemented (in partnership with the state), which will define regional or remote cycling links. The number of thematic / local cycling routes is increasing in the region (in Bovec area, Idrijsko- Cerkljansko subregion, Goriška Brda, Vipava Valley ...) (Regionalni razvojni program, 2014).

Mobility Analysis Traffic loads can be analysed based on traffic counts. The figures below show the counting points in the area of the region.

Figure 23: Overview of counting points in northern part of Goriška region Source: Karta prometnih obremenitev, 2016

European Regional Development Fund

Report Pag. 111/217

Figure 24: Overview of counting points in southern part of Goriška region Source: Karta prometnih obremenitev, 2016

The following figure shows the map of traffic loads in Goriška region (all motor vehicles) and the average annual traffic for 2016. Traffic load data are prepared on the basis of data obtained from individual manual traffic counts and from automatic traffic meters in the area of the whole Slovenia. These so-called counting data are one of the basic information on road traffic, since they allow the calculation of the average annual daily traffic (the number of motor vehicles passing by a count meter within 24 hours on the average day of the year). The highest vehicle flow is on roads marked with a red colour of over 20,000 vehicles per day. (Karta prometnih obremenitev, 2016)

European Regional Development Fund

Report Pag. 112/217

Figure 25: Traffic map of the Goriška region, average annual traffic for 2016 Source: Karta prometnih obremenitev, 2016

For more detailed analyses, data on traffic loads per vehicle type for a single measuring point are available in the database of Slovenian Infrastructure Agency: • motorbikes, • personal vehicles, • buses, • light trucks <3.5t, • medium trucks 3.5–7t, • heavy trucks over 7t, • trucks with trailers, • semi-trailers.

Public transport is provided in settlements along main roads. On other areas it is reasonable to establish a public transport on demand.

European Regional Development Fund

Report Pag. 113/217

Circulating vehicles According to the number of cars per 1,000 inhabitants (589), Goriška region is the first in Slovenia; it is also the first according to their highest average age (11.1 years) (SORS, 2016). In 2017, 1,117,935 passenger cars were registered in Slovenia, of which 70,401 in Goriška region, which represents 6.3% of all registrations (SORS, 2017). The table below provides an overview of the number of passenger cars from 2014 to 2017. Over four years the number of vehicles increased by 2.8%. Table 27: Road vehicles at the end of the year according to the statistical region, annually Year 2014 2015 2016 2017

Number of passenger cars in Goriška region 68,449 68,435 69,386 70,401

Source: SORS, 2017

Energy According to SORS, the annual production of power plants amounted to 16,257 GWh. The data relates to national production, since regional data are not available. Data on energy production by type of power plant are shown in the table below. The balance of production showing the share of electricity produced by type of power plant is shown in the graph below.

Table 28: Electricity (GWh), Slovenia, annually Year 2015 2016 2017 Production 15,100 16,500 16,257 HPP 4,091 4,782 4,141 PSHPP Avče 283 279 273 Thermal PP 5,081 5,730 5,541 Nuclear PP 5,648 5,715 6,285 Solar PP 274 267 284 Wind PP 6 6 6 Household production 913 954 - Source: SORS, 2017

Hydro power plants (26,70%) Thermal power plants (33.52%) Nuclear power plants (38.02%) Solar power plants (1.72%) Wind power plants (0,04%) Chart 1: Electricity (GWh), Slovenia, annually Source: SORS, 2017

European Regional Development Fund

Report Pag. 114/217 In the Upper Soča Valley key renewable source for the production of electricity is hydro power. Rivers of the subregion are managed by the Soške elektrarne Nova Gorica (SENG), company who celebrated its 70th anniversary in 2017. Annually, around 800 GWh of electricity is produced in SENG HPPs – in 2016 813 GWh, in 2017 733 GWh. Of this, about 35% of all energy is generated in the PSHPP Avče (Annual Report, 2017). In production of electricity from hydroelectric power plants, the stands out, where more electricity is produced from hydro energy than it is used within the boundaries of the municipality. According to SENG the annual production of hydropower plants in the municipality of Bovec is 16,752 MWh of electricity. According to the data obtained from Elektro Primorske in 2009 the consumption of electricity in the municipality amounted to 13,861 MWh. We estimate that the annual production of hydroelectric power plants is given for ideal conditions. Local consumption of electricity covers local production with the exception of periods when operation is not possible due to inadequate water conditions or when certain power plants in the municipality are not operating for other reasons (LEK Bovec, 2010). The largest, as much as 39% of the final energy consumption in Slovenia, is in the transport sector, especially road transport. The number of registered motor vehicles is increasing year by year. The second largest consumer for transport is industry (mainly manufacturing) with 25% of total end-use, followed by households with 23% (Final energy use, Slovenia, 2016). We estimate that the shares of energy use by type of use at the regional level do not deviate significantly from the state at the national level. See the graph below.

Traffic Industry Households Other

Chart 2: Energy consumption in Slovenia Source: Annual Report, 2017

Air Quality Air pollution means the presence of substances in the air that has an adverse effect on human and animal health, causes material damage and disrupts human activity. The analysis of released emissions resulting from energy production and use is the basis for energy efficiency measures and the promotion of the use of renewable energy sources. In this regard, energy planning objectives are important, which must follow the obligations of the Kyoto Protocol on reducing CO2 emissions. The Kyoto Protocol was adopted in Slovenia with the Law on Ratification of the Kyoto Protocol within the United Nations Framework Convention on Climate Change (Official Gazette of the Republic of Slovenia, No. 60/2002). The European Regional Development Fund

Report Pag. 115/217 Protocol binds States Parties to a series of activities aimed at quantifying and reducing greenhouse gas emissions. Within these activities, energy efficiency is also envisaged in the relevant areas of the country's economy, research, promotion, development and increased use of renewable energy sources. In the production of heat energy, when combustion of fuels is released, various substances that were neutral before fuel conversion and are bound in fuels, and after conversion, they often have an adverse effect on the environment (air). The most important products of combustion that burden the environment are:

• SO2 (sulphur dioxide) – It is produced predominantly in the combustion of coal and heating oil. SO2 in the air is gradually oxidized into SO3, which reacts with moisture in the air to sulphur (VII) acid H2SO4. It is known as acid rain among people and is well-connected with the problem of dying forests. It has been scientifically proven that SO2 can cause various diseases such as bronchitis, respiratory tract irritation, etc., and the full extent of adverse effects is still unknown.

• NOx (nitrogen oxides) – They are produced at high combustion temperatures (over 1,000°C), both in combustion of gas and wood. Main sources: traffic and heat production. • CO (carbon monoxide) – It is generated from incomplete combustion during combustion and other combustion processes. The main sources are traffic and heat production. It's a life-threatening, toxic gas.

• CO2 (carbon dioxide) – It is generated in all combustion processes. It is the main culprit for the greenhouse effect. The concentration of CO2 in the atmosphere is constantly increasing as a result of industrialization and constant increase of the Earth’s population. According to the best available climate models today, the doubling of the amount of CO2 emissions in the atmosphere will result in global temperature rise of 3°C +/- 1.5°C. For CO2 emissions, wood biomass is regarded as CO2 neutral fuel, as the amount of carbon dioxide emissions at the combustion process of wood is the same as at rotting process, and is again used by trees for their growth. • The dust – The dust means solid particles distributed in the air. Particles of any shape, structure and density that can adversely affect human health due to their size and composition. • CxHy (hydrocarbons) – These are products of incomplete combustion in flue gases. Measurements of the existing state of air quality are carried out only at the measuring point in Nova Gorica. The measuring point lies along the Vojkova street. Publicly available data on the existing state of air quality are available within the National Environmental Agency Network. In the area of the Goriška region there is also a measuring site for ozone in Otlica near Ajdovščina. With the aim of minimizing environmental pollution, we can actively contribute to lower emissions into the environment, especially with the appropriate use of energy. With regard to the released emissions, natural gas use is preferred among fossil fuels. Otherwise, renewable energy sources are the best replacement for fossil fuels from the reducing emissions point of view (LEK MONG, 2016). In addition to transport, industry and other smaller sources (dust resuspension, agriculture), households also have great influence on air pollution particularly in the winter. In the last two years, due to the economic crisis and the rise of prices of fossil fuels, the use of wood, coal and wood waste increased, which in turn increased emissions of particles. The problem is, in particular, that a lot of old heating devices are still in use instead of modern low-emission combustion devices. Another problem is using of not enough dry wood. The quality of outdoor air is everywhere, but especially in basins and valleys in the interior of Slovenia, worse in winter, when, due to long nights and weak solar radiation, more or less pronounced temperature inversions occur and therefore preventing mixing of the air and thus consequently dilution and transmission of polluted air. Emissions pollutants – particles in particular – increase in winter due to the need for heating as well. Thus, for example, daily overruns of PM10 particles concentrations occur in the last few years almost exclusively in the cold half of the year (January–March, October–December). Concentrations of pollutants, whose main source is traffic, have a typical daily curve with a maximum in the morning and in the evening (the afternoon traffic peak is reflected later on when the wind speed is already decreasing). Concentrations are noticeably higher on weekdays when traffic is denser than at the end of the week (Air quality in Slovenia in 2012). European Regional Development Fund

Report Pag. 116/217

The following sections summarize the findings of the Air Quality Report for 2016.

The legislation prescribes limit values for PM10 and PM2,5 particles, for sulphur dioxide (SO2), carbon monoxide (CO), nitrogen dioxide (NO2), lead (Pb) and benzene (C6H6). Target values are prescribed for ozone (O3), arsenic (As), cadmium (Cd), nickel (Ni) and benzo(a)pyrene. The critical values are prescribed for nitrogen oxides (NOx) and sulphur dioxide. The warning value is prescribed for ozone and the alarm values for nitrogen dioxide, sulphur dioxide and ozone. The table below shows the average annual levels of air pollutants (Cp), the number of exceedances of the limit values (> LV), the target values (> TV) and the alert values (> AV) and the AOT40 for ozone in 2016 for the Nova Gorica measuring station. The maximum average 8-hour value (Cmax) for carbon monoxide is also shown. The red colour represents the exceeded limit values or target values, the orange represents the level above the upper assessment threshold, the yellow between the lower and upper assessment thresholds, and the green level below the lower 3 assessment threshold. The levels of PM10, PM2,5, ozone, NO2, NOx, SO2 and benzene are presented in units of μg/m , CO in mg/m3, the levels of benzo(a)pyrene, arsenic, cadmium, nickel and lead are presented in ng/m3.

Table 29: Average annual air pollutant levels (Cp), number of exceedances of limit values (> LV), target values (> TV) and alert values (> AV) and AOT40 for ozone in 2016 for Nova Gorica Nova Gorica Time scope exceedance No of exceedances

PM10 year Cp 21 24 hr >MV 15

PM2,5 year Cp

ozon Cp 46 1 hr >OV 0 8 hr >CV 34

NO2 year Cp 24 1 hr >MV 0

SO2 year Cp No data

winter Cp No data 1 hr >MV No data 24 hr >MV No data

benzene year Cp No data

B(a)P year Cp No data

As year Cp No data

Cd year Cp No data

Ni year Cp No data

PB year Cp No data Source: Kakovost zraka v Sloveniji, 2016

In cooperation with the National Institute for Public Health (NIJZ), the National Environmental Agency has established a renewed way of predicting and displaying data on air quality in the form of pollution indicators. The newly defined air quality classes are linked to the NIJZ recommendations for dealing with the population at different levels of pollution. Four classes are envisaged, and a colour display is introduced which is in line with the alert system for the weather and hydrological phenomena of the Environmental Agency of the Republic of Slovenia. The indicators

European Regional Development Fund

Report Pag. 117/217 include four pollutants: particles PM10, NO2, SO2 and O3. Areas of value, associated indicators and classes of pollution are presented in the following table.

Table 30: Pollution classes with associated indicator 3 3 3 3 Pollution class Indicator PM10 (μg/m ) O3 (μg/m ) NO2 (μg/m ) SO2 (μg/m ) low 0–50 0–40 0–60 0–50 0–50 medium 51–75 41–75 61–120 51–100 51–100 high 75–100 76–100 121–180 101–200 101–350 very high >101 >101 >181 >201 >351 Source: Kakovost zraka v Sloveniji, 2016

Air quality data based on indicators are displayed on the ARSO website and are updated every hour. Under the map with image warnings, NIJZ recommendations related to health effects are listed. See the picture below. During the winter, these recommendations refer to the behaviour of the inhabitants when elevated levels of PM10 particles occur, and in the warmer half of the year to the behaviour at times of high ozone concentrations.

Figure 26: Indication of the level of air pollution with indicators Source: Kakovost zraka v Sloveniji, 2016

3 The following figure shows the field image of the average daily PM10 particle size [μg / m ] of the ALADIN / SI- CAMx modelling system at the first model level in the internal computational area, on the day 10 December 2016. From the figure it is clearly evident that particles concentrate in larger basins, for example, Ljubljana basin, but in the case of smaller basins (like Celje basin), this phenomenon is not so pronounced. The points represent measuring

European Regional Development Fund

Report Pag. 118/217 stations that are coloured in accordance with the measured values of the daily PM10 particles in individual stations (Air quality in Slovenia in 2016).

3 Figure 27: Display of the average daily particle level of PM10 [μg/m ] Source: Kakovost zraka v Sloveniji, 2016

Tourism In 2016 more than 773,200 overnights were recorded in the Goriška region; 78% of which were generated by foreign tourists, among them mostly Italian (SORS, 2016). The following illustration shows the tourist map of Goriška with a review of the main tourist points.

European Regional Development Fund

Report Pag. 119/217

Figure 28: Tourist map of Goriška region Source: Turistični zemljevid Slovenije, 2018. The following sections describe key tourist attractions in the region. The content is summarized in the Potentials for tourism development in Goriška region (Nika Šuligoj, 2014), unless otherwise stated. Lush forests, rivers and relief features and the mix of mountain and Mediterranean climate in Goriška region allow annual marketing of tourist attractions. The regional organization "Emerald Trail" was established in 2008 for the implementation of joint regional marketing activities of Goriška municipalities in the field of tourism. The beauties of Goriška region are also linked to the international project Alpe Adria Trail. European Regional Development Fund

Report Pag. 120/217 Triglav National Park lies in the upper part of Goriška region. It covers central area of the Julian Alps, which extends on 84,805 ha. Around Triglav, there are beautiful glacial valleys with crystal clear waters on all sides. Park’s mission is to preserve the natural and cultural heritage (Rojšek, 1991). In Valley, one can visit the most important Slovene alpine botanical garden Juliana. In the upper part of the Soča River in the Trenta Valley, Soča path runs 20 km along the river through the conifer’s woods (Bousfield, 2013). Bovec, once a dairy town, is now centre of adrenaline sport in Slovenia, mainly due to the picturesque location between the high alpine peaks and the turquoise Soča River (Bousfield 2013, 118). Adrenaline sports agencies offer kayak schools, canoeing and rafting, canyoning along the canyons of the Soča River tributaries, etc. Tourists can ride with a glider, a dragon-fly, or a parachute high above the ground or simply with a mountain bike along well-marked cycling routes. In the mountains climbing routes are marked. The valley is a paradise for hikers with clear water creeks and waterfalls. Kanin just above Bovec is the highest Slovenian mountain ski resort. In addition to skiing in the region of Bovec, there is also paragliding, snowshoeing, cross-country skiing, sledding, skiing, ice climbing etc. (TIC Bovec, 2014). Kobarid is an old prehistoric town with excavations from the times of the Illyrians, the Celts and the Roman era. The last pagan remains of the were destroyed by the crusaders from Cividale in the 13th century (Goriška turistična zveza, 1964). During the First World War, bloody battles were fought in the mountains, on the famous Soča front (90 km of the battle line between Rombon above Bovec and the Adriatic Sea (Bousfield, 2013)), and countless monuments and thousands of graves left as silent reminders. In this part of the country, many monuments of the struggle of the Slovene nation for liberation during the Second World War have been preserved (Goriška turistična zveza, 1964). The most important remains of the military routes, monuments and sites of the Soča front are interlinked in the Path of Peace and collected in the Kobarid Museum. Kobarid remained unharmed during the wars, and therefore retained the typical Alpine architecture. Above the city is an ossuary from the First World War (Goriška turistična zveza, 1964). To the west of Kobarid there is the Nadiža River Valley, which is a popular summer bathing site, since the water temperature is higher than the Soča River. To the south-east lies Tolmin with the Tolminka River, with famous Tolmin gorges and Javorca Memorial Church. There are many memories of severe peasant uprisings in the times of feudalism, especially the last one from 1713 (Goriška turistična zveza, 1964). In Most na Soči, the Soča River calms down a bit, so it is possible to take a boat for a trip around the lake. Archaeologists discovered the Iron Age graves, which are among the most important prehistoric sites in Europe (I feel Slovenia, 2014). By the Idrijca River the road leads towards Cerkno and Idrija. Idrija was a mining town (mercury mine) from the 90s of the 15th century and it remained until 2008, when the mine closed. Now tourists can see the mining and lace museum at Gewerkenegg castle and walk through a mercury mine. Idrija is also known for žlikrofi, dough dish filled with potato filling (Bousfield, 2013). Cerkno is known as the capital of the national liberation struggle, as HQ of the IX. Corps during the liberation of the liberated territory of Primorska (Goriška turistična zveza, 1964). Close to Cerkno there is a museum collection of Franja Partisan Hospital, which the partisans used during the Second World War. The Franja Partisan Hospital is a cultural monument of national importance, and has entered in UNESCO Tentative List of World Heritage. Due to its symbolic value and its role in the European history and culture, Partisan hospital Franja again received the European heritage label in the year 2015. In the centre of the town is the museum that holds an interesting collection of carnival masks, carved from lime wood, worn by the so-called »Laufarji«. In summer, TIC Cerkno organizes a tour to Divje babe cave, an important archaeological site from the Stone Age (Bousfield, 2013). Cerkno is also a popular ski resort. Along the Italian border there is a hilly wine-growing region of Goriška Brda. The region is most appealing in the early spring when cherries blossom, and in autumn when vines ripen, in the summertime apricots, plums, peaches and olives grow (Goriška turistična zveza, 1964). Every year, in Kanal, high diving from bridge into the Soča River takes place (I feel Slovenia, 2014). In 1140 a castle was built there, and a walled settlement developed (Bousfield, 2013). Nova Gorica is the centre of the Goriška region. It is surrounded by numerous sights: the Franciscan Monastery of Kostanjevica from the 17th century, featuring the tomb of the last king of France, Bourbon Carlo X., the Franciscan monastery and the Church on Sveta gora, the Kromberk Castle with a beautifully landscaped park, the Goriška Museum and the Solkan Bridge, a stone railway bridge with 85-meter arc, the biggest in the world (Bousfield, 2013). European Regional Development Fund

Report Pag. 121/217 Nova Gorica is a popular gambling and entertainment centre. East of Nova Gorica there is Trnovski gozd, which is a treasure trove of natural sights, a popular hiking, mushroom picking and hunting spot (Miklavčič-Brezigar, 1998). Towards the east stretches the vine-growing Vipava Valley, also popular paragliding site. The larger towns are Vipava and Ajdovščina, the Roman city and later the important centre of food production industry (Bousfield, 2013). The Vipava Valley offers autochthonous wines in cellars, tourist farms and ethnological events.

4.3 Electro mobility description by means of selected KPI 4.3.1 Electric charging stations

The map on the following figure shows the locations of E-CS according to the Polni.si portal. In addition to public E- CSs, this portal shows also private E-CSs, i.e. individuals who allow users of EVs to charge at their own domestic outlets. In most cases, these individuals are themselves driving EV or they own restaurants, inns, pubs or other tourist/catering facility and have recognized the needs of their guests with electric vehicles. Of course, when sharing their sockets, it is necessary to consider that this is not a public service, but it is based on the good will of individuals. Therefore, for each charging, it is necessary to arrange an advance agreement with the socket owner and take into account that these charging points are not comparable to the public charging stations.

Figure 29: Map of charging stations in Goriška region Source: Polni.si, 2018

One of the portals showing E-CSs locations is also ChargeJuice. According to the data, in 2018 there are 20 operating E-CSs in public use in the region. According to the data of gremonaelektriko.si, there are 27 E-CSs (some private E-CSs are also considered, similar to the Polni.si website). Certain E-CSs are in the construction phase or are installed and are not in operation yet. Consequently, they are not placed on existing portals that show the location of the E-CSs. In the period up to August 2018, Slovenia has not yet established a single unified database of charging

European Regional Development Fund

Report Pag. 122/217 stations for electric vehicles, not at national nor at regional level. As part of the study, we prepared a list of existing E- CSs, which is presented in the table below. The total number of all existing E-CSs in the Goriška region is 31.

Table 31: List of E-CSs in Goriška region (August 2018) No. Municipality E-CS Address Source

1 Nova Gorica Trg Edvarda Kardelja 1, 5000 Nova Gorica http://www.polni.si/

2 HIT Perla, Kidričeva ulica 7, 5000 NG http://www.polni.si/

3 E3, Erjavčeva ulica 22, 5000 Nova Gorica http://www.polni.si/

4 BS PETROL Šempas Jug, 5261 Šempas http://www.polni.si/

5 BS PETROL Šempas Sever, 5261 Šempas http://www.polni.si/

6 Vi-vin Saksida, Zalošče 12a, 5294 Zalošče http://www.polni.si/

7 Ajdovščina Angora d.o.o., Otlica 47, 5270 Ajdovščina http://www.polni.si/

8 Kava bar Štrukelj, Selo 2a, 5262 Črniče http://www.polni.si/

9 Pipistrel, Goriška cesta 50a, 5270 Ajdovščina http://www.polni.si/ 10 Picerija Zmaj, Goriška cesta 46, 5270 Ajdovščina www.gremonaelektriko.si 11 Ajdovščina Center, Goriška cesta b.š., 5270 Ajdovščina www.gremonaelektriko.si

12 Mladinski hotel Ajdovščina, Cesta IV. Prekomorske 61A, http://www.polni.si/ 5270 Ajdovščina 13 Gostišče Stara pošta, Podkraj 100, 5273 Col, 5273 Col www.gremonaelektriko.si 14 Bovec KZ Tolmin, Bovec, Trg golobarskih žrtev 48, 5230 Bovec www.gremonaelektriko.si 15 Info center TNP, Trenta, Na logu v Trenti, 5232 Soča 16 Brda Vinska klet Goriška Brda, Zadružna cesta 13, 5212 Dobrovo v Brdih 17 Cerkno OŠ Cerkno, Bevkova ulica 26, 5282 Cerkno

18 Idrija Kendov dvorec, Na Griču 2, 5281 Spodnja Idrija http://www.polni.si/

19 Hidria Rotomatika 1, 23, 5281 Spodnja http://www.polni.si/ Idrija

20 Hidria Rotomatika 2, Spodnja Kanomlja 21a, 5281 Spodnja http://www.polni.si/ Idrija 21 Kolektor, Vojkova ulica 10, 5280 Idrija www.gremonaelektriko.si

22 Kanal ob Soči David Ipavec, Kal nad Kanalom 28, 5214 Kanal ob Soči http://www.polni.si/

23 Miren- Miren 137, 5291 Miren http://www.polni.si/

24 Kostanjevica Gostilna Štirna, Opatje selo 42, 5291 Miren http://www.polni.si/ 25 Šempeter- Cesta prekomorskih brigad 5, 5290 Šempeter pri Gorici www.gremonaelektriko.si Vrtojba Renče-Vogrsko /

26 Kobarid Mlekarna planika, Gregorčičeva 32, 5222 Kobarid http://www.polni.si/ 27 Gostišče Jazbec, 56, 5222 Idrsko www.gremonaelektriko.si 28 Mestni trg 4, 5220 Tolmin www.gremonaelektriko.si Tolmin 29 Brunarica Slap, Podbrdo 1, 5243 Podbrdo www.gremonaelektriko.si 30 Vipava Marjan Božič, Vrhpolje 11, 5271 Vipava http://www.polni.si/

31 Turistična kmetija Abram, Nanos 6, 5271 Vipava http://www.polni.si/

European Regional Development Fund

Report Pag. 123/217 In most cases each charging station has at least two sockets, which means that it is possible to charge two vehicles simultaneously. In the whole Goriška region the municipalities plan to install between 10 and 15 new E-CSs by the end of the year 2018. The market for e-mobility introduces the need for a variety of new business roles. The two main roles are in hands of the operators of charging infrastructure and providers of charging services for electric vehicles.

 The charging station operators place charging stations at the most appropriate locations, maintain them, and offer them for use to the charging service providers or their users. Their interest is to build a charging infrastructure at locations where it will be best used and serve as many users as possible. Charging station operators and charging service providers are often the same business entity, at least in the initial phase of the development of the e-mobility market.  Charging service providers have direct contact with drivers of electric vehicles and enter into contracts to ensure the charging of electric vehicles. Users can charge at all stations of the provider with whom they have concluded a relevant contract. There is an initiative in Slovenia among the group of providers that will enable hosting or roaming for EV users also at the stations of those providers with whom they have not signed contracts.

Below is a list of all major providers of electric vehicle charging services: - Petrol offers charging service as an additional service at its service stations and other locations where their charging stations are located. Before charging at Petrol's E-CS it is necessary to log in or identify. To this end, you need to obtain a Petrol ID card for charging, which you can order by submitting a statement that can be accessed online. - Elektro Ljubljana with charging stations covers the area of Ljubljana and its surroundings. User needs to log in or identify in order to use their charging station. - Dravske elektrarne Maribor have the majority of their stations located in the area of Maribor and the surrounding area (next to some hydroelectric power stations along the Drava River) and at some other locations. To use their stations, user must first log in or identify. - Elektro Maribor has the majority of its stations located in Maribor and in the wider Podravska region and Pomurska region. Among them there is also one high-speed station that allows DC charging with direct current. Most of their stations require an application, identification prior to charging. - Elektro Gorenjska with its charging stations covers the wider Gorenjska region, especially the larger towns and tourist centres. As a rule, it is not necessary to apply for their stations beforehand. - Elektro Celje is currently one of the few local charging service providers. - Elektro Primorska began to place its first charging stations in the Slovenian coastal region. At present, only a few of their stations require identification, and most allow free of charge use for all users (Polni.si, 2018).

In the Alternative fuels Strategy (AFS), a vision has been adopted that, by 2030, Slovenia will become a green country in the field of research, innovation and industry and transport. Slovenia has a very well-developed charging infrastructure network, which provides the possibility of charging electric vehicles with 31 fast chargers on the motorway network and with over 400 chargers in settlements. In some regions, infrastructure was provided through special projects (e.g. Zelena Keltika). The charging infrastructure for high-capacity chargers will expand in those areas of the TEN-T network where the coverage is not optimal and in line with the number of EVs. The installation of public charging infrastructure in municipal centres and major towns in Slovenia and installation of the charging infrastructure for multi-apartment buildings and private use will be encouraged.

In accordance with the predicted number of alternative fuel vehicles in Slovenia and in accordance with the requirements of Directive 94/2014, it is also necessary to provide the appropriate charging infrastructure, which is presented in the following table.

European Regional Development Fund

Report Pag. 124/217 Table 32: Required number of public charging stations by types of alternative fuels in 2017 and 2020 Required infrastructure for the optimal scenario 2017 (current situation) 2020 2025 2030

E-CSs 227 1.200 7.000 22.300

Source: Alternative fuels Strategy, 2017

After the calculation, considering the share of existing vehicles in the Goriška region with respect to Slovenia and the set objectives of the action program, the regional goal would be achieved with 76 charging stations by the year 2020. According to the aforementioned AFS, the goal is to install slow charging stations in locations where vehicles stay parked longer (e.g. residences, workplaces) and providing fast and ultra-fast charging infrastructure on relevant points and main corridors. In the period till 2020, fast and ultra-fast E-CSs will be set up primarily with projects co-financed through CEF (Connecting Europe Facility) – EURBAN-E and NEXT-E, which will together install a total of 77 fast chargers and 11 ultra-fast chargers and through Cohesion Fund that will co-finance 50 fast chargers in the areas of multi-apartment buildings. The AFS Action Plan encourages the installation of slow chargers at workplaces in order to allow employees to charge during working hours and charging of electric vehicles for business purposes. By setting up a smart grids and smart communities management centre, the use of charging stations with intelligent measurement systems will be promoted and the purchase of autonomous battery systems will be encouraged. Slovenia will ensure that the number of charging points will maintain the optimal ratio between the number of EVs and the number of charging points, i.e. seven vehicles per public charging point. It will be ensured that simplified payment for charging EVs will be introduced and enabled. Ad-hoc charging will be possible for users who do not have contracts with suppliers under favourable conditions that will ensure non-discriminatory treatment (Akcijski program za alternativna goriva v prometu, 2018).

We suggest that E-CSs are located and installed gradually. In the first phase, in more interesting locations such as: - town centres, - parking lots besides major public buildings (e.g. university, sports, cultural and recreational facilities), - multi-apartment buildings, - garages and garage houses, - shopping centres, - tourist facilities and hotels, - other.

4.3.2 Electric vehicles According to SORS there were 779 EVs registered in Slovenia in 2017. The numbers are gradually rising over the years; the trend is visible in the table below. The goal set in the AFS is ambitious and challenging.

Table 33: Passenger cars, buses and lorries and the first registration of these vehicles by propulsion and fuel, Slovenia, annually Year No of EVs 2014 133 2015 288 2016 457 2017 779 Source: SORS, 2017

European Regional Development Fund

Report Pag. 125/217 There is no data on the number of electric vehicles on a regional basis. Based on the number of all registered passenger cars in the region and the country, and on the basis of the number of electric vehicles in Slovenia, we estimate that in Goriška region there were approximately 40 electric vehicles registered in 2017. In the AFS Action Plan, the goal for Slovenia is to have at least 10,000 electrically driven vehicles by 2020, of which 6,100 BEV and 3,840 PHEV (AFS Action Plan, 2018). According to the calculation and considering the share of existing vehicles in the Goriška region with respect to Slovenia and the set objectives of the action plan, the regional goal would be achieved with 384 BEVs and 241 PHEVs (of a total of 625 EVs) by the year 2020.

4.3.3 Car-sharing In some cities, car-sharing with EVs is becoming increasingly important and popular. In 2018 EV car-sharing through Avant car Avant2Go services is possible at takeover locations in Ljubljana, Maribor, Kranj, Murska Sobota and at Ljubljana Jože Pučnik Airport. The use of EVs in this aspect is intended for short-term car rental and for primarily shorter distances and it is not a standard car hire as it is in car rental system. It is worth hiring an EV to make shorter distances around the city and the surrounding area. Avant2Go Electric Vehicle Car-sharing is available 24 hours a day, all days of the year, and can be done fully through a user-friendly innovative application on your smartphone (from booking to payment). In this way, the user can reserve and rent an available vehicle at any one of the Avant2Go locations at any time, as the system operates in real time, and at any moment the user can see the current situation regarding the available vehicles by location (Avant2Go, 2018).

4.4 Local SWOT Analysis Results At the level of the e-MOTICON project partnership, a methodology for the preparation of a SWOT analysis was first developed. On the basis of the latter, a SWOT analysis for the area of e-mobility in the Goriška region was then prepared, which is presented in the following four subchapters.

4.4.1 Strenghts  Experience gained with the implementation of measures and activities in the field of e-mobility. National and EU projects on e-mobility (Alterenergy, Zelena Keltika, etc.) have been successfully implemented. The Action Plan of the Alternative fuels strategy of the Republic of Slovenia (2018) supports the implementation of the SRIP Mobility, within the framework of which the EDISON and WINCI projects were created.  Creating local business clusters related to e-mobility. A good example of the association / partnership is SRIP ACS + Strategic Development Innovation Partnership in the field of mobility that brings together members of two associations, the ACS Economic Association – Slovenian Automotive Cluster and the Association for Traffic at the Chamber of Commerce and Industry of Slovenia.  The automotive industry and SMEs are in the immediate vicinity (key companies: Kolektor, Mahle Letrika, Hidria …). The automotive industry in Slovenia contributes around 10% to the gross domestic product and more than 20% to Slovenian exports, while all members of SRIP ACS +, including all areas of mobility, contribute to the gross social product more than 17%. The industry generates € 7.5 billion of annual revenues. More than 100 suppliers of the 1st and 2nd levels and more than 600 sub-suppliers of lower levels of the supply chain operate in the Slovenian automotive industry. Annually more than 25% of all awarded innovations of the Chamber of Commerce of Slovenia come from the automotive industry.  Politicians / stakeholders promote e-mobility.  Potential for improving air quality / emission reduction potential. Progress is achieved through appropriate e- mobility policies.  National legislation and incentives. Eco Fund is a specialized public financial institution for the promotion of environmental protection in the Republic of Slovenia. Since 2008 it grants favourable loans to municipalities, other legal entities, SMEs and private individuals and citizens, as well as subsidies for various measures of European Regional Development Fund

Report Pag. 126/217 efficient use of energy and the use of renewable energy sources. Dedicated grants for the installation of E-CSs as well as for the purchase of e-vehicles are well in use.  Number of pre-installed and operated charging stations.

4.4.2 Weaknesses  Number of reserved public parking places (for EVs). Parking spaces at charging stations (one to two parking spaces per E-CS) are properly marked with floor markings and a traffic sign. In this way, the parking space is reserved for an EV.  Low concentration of charging stations. According to data from online portals, there are 31 E-CSs in the region (some private chargers are also considered).  There are practically no public E-CSs in the low population areas, with the exception of private E-CSs. According to the Alternative fuels Strategy (AFS), Slovenia will ensure that the number of E-CSs will maintain an optimal ratio between the number of EVs and the number of E-CS, i.e. seven vehicles per one charging station.  E-mobility in public transport has not yet taken place.  Different standards for ensuring EV charging. In accordance with the AFS, it is ensured that simplified payment methods for charging of EVs will be introduced and Ad-hoc charging will be possible for users who do not have contracts with suppliers under favourable conditions that will ensure non-discriminatory treatment.  Communication protocols for interoperability are not developed.  Availability of financial resources.  Lack of international coordination at EU level.  Local electricity distribution operator does not show interest in establishing a service for EV charging.

4.4.3 Opportunities  Local knowledge and academic research in e-mobility. The SRIP ACS+ Action Plan has been prepared as a basis for achieving the mobility goals, determined in the S4 Smart specialisation Strategy. The Action Plan further specifies the expected market development by 2050, thus substantiating the focus areas of mobility and the associated planned internationalization activities. SRIP development activities will aim, in support of development and internationalization, in concrete tasks for developing the knowledge and competences of SRIP members, and in establishing an encouraging support environment for the development of value chains and support for small and medium-sized enterprises.  Introduction of e-car-sharing in the region. In 2018, for example, is carried out through Avant car (Avant2Go services) at takeover points in Ljubljana, Maribor, Kranj, Murska Sobota and at Ljubljana international airport.  Plug-in hybrid cars.  Establishment of user communities. A successful example from abroad is, for example, the Swiss Cooperative called Mobility, one of the first and largest providers of car-sharing in the world.  Stakeholder inclination towards e-vehicles and batteries.  Parking places at company parking lots (for charging the EV at work).  Set up an appropriate test field for e-vehicles at the regional level.  High quality parking spaces at central city stations.  A network for the distribution of liquid fuels has already been established.  Providing funding sources for the implementation of transnational projects.  Type 2 connectors as EU standards.

4.4.4 Threats  The international car industry lobbies against e-mobility.  Extended use of ICE vehicles.

European Regional Development Fund

Report Pag. 127/217  Low number of e-vehicles. We estimate that 40 electric vehicles were registered in the Goriška region in 2017.  Relatively high investment for the purchase of e-vehicles.  High cost of E-CS installation.  Lack of interest from operators to join the interoperable system. According to the AFS it will be ensured that simplified charging of electric vehicles will be introduced and ad-hoc payments will be enabled for users who do not have contracts with suppliers under favourable conditions that will ensure non-discriminatory treatment.  The range of e-vehicles compared to conventional ICE vehicles.  Disposal and recycling of batteries.

SWOT analysis – Goriška region, Slovenia

STRENGHTS # National rules & policies (by Experience gained with the implementation of measures and activities in the field of e- 1 regional point of view, i.e. mobility. incentives, pollutant emission National and EU projects on e-mobility (Alterenergy, Zelena Keltika, etc.) have been reduction targets etc.) successfully implemented. The Action Plan of the Alternative fuels strategy of the Republic of Slovenia (2018) supports the implementation of the SRIP Mobility, within the framework of which the EDISON and WINCI projects were created.

National legislation and incentives. Eco Fund is a specialized public financial institution for the promotion of environmental protection in the Republic of Slovenia. Since 2008 it grants favourable loans to municipalities, other legal entities, SMEs and private individuals and citizens, as well as subsidies for various measures of efficient use of energy and the use of renewable energy sources. Dedicated grants for the installation of E-CSs as well as for the purchase of e- vehicles are well in use. Besides, Climate Change Funds Programme, operated by Ministry of the environment and spatial planning of the Republic of Slovenia offers funds for co- financing installation of electric charging stations in protected areas and for purchasing EVs for supervisors in protected areas for carrying out tasks of public nature protection services.

Potential for improving air quality / emission reduction potential. Progress is achieved through appropriate e-mobility policies.

Local knowledge & academic Creating local business clusters related to e-mobility. 2 research in e-mobility A good example of the association / partnership is SRIP ACS + Strategic Development Innovation Partnership in the field of mobility that brings together members of two associations, the ACS Economic Association - Slovenian Automotive Cluster and the Association for Traffic at the Chamber of Commerce and Industry of Slovenia.

Local enterprises and The automotive industry and SMEs are in the immediate vicinity (key companies: 3 players of e-mobility in area Kolektor, Mahle Letrika, Hidria …). The automotive industry in Slovenia contributes around 10% to the gross domestic product and more than 20% to Slovenian exports, while all members of SRIP ACS +, including all areas of mobility, contribute to the gross social product more than 17%. The industry generates € 7.5 billion of annual revenues. More than 100 suppliers of the 1st and 2nd levels and more than 600 sub-suppliers of lower levels of the supply chain operate in the Slovenian automotive industry. Annually more than 25% of all awarded innovations of the Chamber of Commerce of Slovenia come from the automotive industry.

Politicians / stakeholders promote e-mobility.

European Regional Development Fund

Report Pag. 128/217 Shared business, technical Creating local business clusters related to e-mobility. 4 aspects & overall experience A good example of the association / partnership is SRIP ACS + Strategic Development between operators for Innovation Partnership in the field of mobility with EDISON and WINCI projects. interoperability

Former experiences about e- Number of installed and operating charging stations. 5 mobility infrastructures (e.g. E-CS), implementations & Experience gained with the implementation of measures and activities in the field of e- coverage in AS area mobility. National and EU projects on e-mobility (Alterenergy, Zelena Keltika, etc.) have been successfully implemented. The Action Plan of the Alternative fuels strategy of the Republic of Slovenia (2018) supports the implementation of the SRIP Mobility, within the framework of which the EDISON and WINCI projects were created. High quality parking 6 facilities at central commuter stations

WEAKNESSES # Transnational coordination Different standards for ensuring EV charging. 1 at EU level (i.e. different In accordance with the AFS, it is ensured that simplified payment methods for charging of standards in E-CS etc.) EVs will be introduced and Ad-hoc charging will be possible for users who do not have contracts with suppliers under favourable conditions that will ensure non-discriminatory treatment.

Lack of international coordination at EU level.

National / local framework Communication protocols for interoperability are not developed 2 for development of e- mobility and E-CS Local electricity distribution operator does not show interest in establishing a service for EV charging.

Financial aspects (i.e. Availability of financial resources 3 different budget, difficult operation in the market, currency issues etc.) Public E-CS concentration & Low number of reserved public parking places (for EVs). 4 related reserved public Existing parking spaces at charging stations (one to two parking spaces per E-CS) are parking properly marked with markings and a traffic sign.

Low concentration of charging stations. According to data from online portals, there are 31 E-CSs in the region (some private chargers are also considered).

There are practically no public E-CSs in the low population areas, with the exception of private E-CSs. According to the Alternative fuels Strategy (AFS), Slovenia will ensure that the number of E-CSs will maintain an optimal ratio between the number of EVs and the number of E-CS, i.e. seven vehicles per one charging station.

E-mobility in public E-mobility in public transport does not exist. 5 transport Knowledge at local level 6

European Regional Development Fund

Report Pag. 129/217

OPPORTUNITIES # Legislative & technical Type 2 connectors as EU standards. 1 harmonization in interoperability Providing funding sources for the implementation of transnational projects.

Presence of local companies Local knowledge and academic research in e-mobility. 2 potentially involved (e.g. The SRIP ACS+ Action Plan has been prepared as a basis for achieving the mobility goals, automotive industries, DSOs, determined in the S4 Smart specialisation Strategy. The Action Plan further specifies the fuel distributors, prosumers expected market development by 2050, thus substantiating the focus areas of mobility and etc.) the associated planned internationalization activities. SRIP development activities will aim, in support of development and internationalization, in concrete tasks for developing the knowledge and competences of SRIP members, and in establishing an encouraging support environment for the development of value chains and support for small and medium-sized enterprises.

e-mobility parking facilities Parking places at company parking lots (for charging the EV at work). 3 (by companies and local authorities) & public E-CS High quality parking spaces at central city stations. number Increased interest of local tourism providers / tourist businesses for E-CS installation.

Local / regional test fields for Set up an appropriate test field for e-vehicles at the regional level. 4 e-vehicles & E-CS E-mobility in public Providing funding sources for the implementation of transnational projects. 5 transport Introduction of e-car-sharing in the region. In year 2018, for example, is carried out through Avant car (Avant2Go services) at takeover points in Ljubljana, Maribor, Kranj, Murska Sobota and at Ljubljana international airport.

Existing initiatives for creating regional multi-modal hub.

Spatial dispersion 6 Establishment of user communities. A successful example from abroad is, for example, the Swiss Cooperative called Mobility, one of the first and largest providers of car-sharing in the world.

A network for the distribution of liquid fuels has already been established.

Stakeholder inclination towards e-vehicles and batteries.

Increased use of plug-in hybrid cars.

THREATS # Local / regional automotive The international car industry lobbies against e-mobility 1 industry lobbies against e- mobility E-vehicles high cost Relatively high investment for the purchase of e-vehicles 2 Lack of interest from Lack of interest from operators to join the interoperable system. 3 operators towards According to the AFS it will be ensured that simplified charging of electric vehicles will be interoperability introduced and ad-hoc payments will be enabled for users who do not have contracts with suppliers under favourable conditions that will ensure non-discriminatory treatment.

European Regional Development Fund

Report Pag. 130/217 E-CS high cost High cost of E-CS installation 4 Political turnover and 5 administrative fragmentation Lacking attitudes about e- Extended use of ICE vehicles and consequently low number of e-vehicles. 6 mobility & charging issues We estimate that only 40 electric vehicles were registered in the Goriška region in 2017.

Range anxiety. Lower range of e-vehicles compared to conventional ICE vehicles.

Disposal and recycling of batteries.

4.4.5 Comments on SWOT Through the analysis it has shown that municipalities as well as other key stakeholders in the field of e-mobility development have already gained some experience in implementing measures and activities in the field of e-mobility, which is certainly encouraging. On the other hand, the use of ICE is still quite widespread and low numbers of EVs are a fact. Still, the number of alternative fuel vehicles is noticeably increasing year by year and the trend is positive. The professional public expects the boom of e-mobility somewhere between 2025 and 2035. The local electricity distribution operator, at least for now, does not show interest in establishing a service for EVs. At the wider level, it is worth highlighting the lack of international coordination at EU level and the fact that interoperability communication protocols are not developed. Business opportunities are thus in favour of the automotive industry and SMEs in the region as well as wider.

4.5 Review of other competent authorities’ policies and other organization This chapter presents strategic documents that are of key importance for the development of e-mobility in the region.

4.5.1 Local energy concept All municipalities in the region have developed an energy concept in accordance with the Energy Act (EZ-1), (Official Gazette of the RS, Nos. 17/14 and 81/15).

The Local Energy Concept (hereinafter: LEC) is the concept of a local community or several local communities development in the field of energy supply and energy, which, in addition to future energy supply plans, includes measures for efficient energy use, combined heat and power and the use of renewable energy sources. The term “local energy concept” was introduced by the Energy Act, but this is synonymous with the term “municipal energy concept”, which is also used.

European Regional Development Fund

Report Pag. 131/217 The following table provides an overview of the prepared LECs by municipalities with an indication of the year of preparation:

Table 34: Overview of prepared LEKs by municipalities with an indication of the year of preparation No. Municipality57 Year 1. Miren - Kostanjevica 2008 2. Brda 2009 3. Kanal ob Soči 2009 4. Kobarid 2010 5. Cerkno 2011 6. Bovec 2011 7. Renče - Vogrsko 2012 8. Vipava 2012 9. Šempeter - Vrtojba 2012 10. Ajdovščina 2012 11. Idrija 2014 12. Tolmin 2014 13. MONG 2017

In this key document in the field of energy use and supply at municipal level, the transport sector is also considered. Since the themes of sustainable mobility, the use of alternative sources for vehicle propulsion, etc. are more and more relevant in recent years, over time more and more attention has been paid to this field. It should not be forgotten that LEC is a wider document and consequently only briefly discuss e-mobility topics. In accordance with Article 29, paragraph 7 (EC-1, Official Gazette of the Republic of Slovenia, Nos. 17/14 and 81/15), the LEC shall be adopted every ten years or more frequently if the Energy Concept of Slovenia (ECS) or the action plans change objectives and measures, or if the basis for spatial development and development in the local community changes. Otherwise, according to Article 29 paragraph 5 of the previously mentioned EC-1, the municipalities are obliged to harmonize the LEC with the newly adopted ECS or the action plan within one year from the adoption of the ECS or the action plan. Consequently, the contents of the Regional e-Mobility Action Plan for the Goriška region should be included in the new LECs.

4.5.2 Sustainable Urban Mobility Plans The Sustainable Urban Mobility Plan (SUMP) is a key tool of the new approach to traffic planning and contains a sequence of the following measures that will help the municipality implement the set strategic goals and, consequently, establish a higher quality of life. The main purpose of the SUMP is a strategic approach to sustainable traffic planning at the municipal level, and thus a related contribution to raising the quality of life in the municipality and the realization of its key development potentials. SUMP is based on the harmonization of the concepts of economic development, social justice and the quality of the environment. It represents an approach that transcends the level of different sectors at the county level and is based on cross-sectoral cooperation, while encouraging the involvement of various stakeholder groups in the preparatory process. For successful cross-sectoral cooperation, political support for the preparation and implementation of the SUMP is needed. For the successful participation of stakeholders, primarily in the population of the municipality, communication based on trust and transparency is needed. This is what the Communication Strategy is intended for, since one of the conditions for the successful

57 LECs are available on the websites of individual municipalities as they are publicly available documents.

European Regional Development Fund

Report Pag. 132/217 implementation of the SUMP is the legitimacy of the goals and measures of the strategy among the stakeholders and the public. It is important to emphasize that SUMP and a validated action plan for its implementation is the basis for obtaining European grants, which will be allocated to measures in the field of sustainable mobility within the framework of further calls for proposals. Projects that will be co-financed should contribute to the development of urban mobility and thus to improving air quality and to better connect urban areas with their hinterland, reducing traffic congestion, improving the quality of the living space and increasing traffic safety. When designing SUMP, a particular emphasis is laid on i.e. soft measures that do not involve construction and contribute in an inclusive and legitimate way to changing the habits of people and improving public spaces. Infrastructure solutions are foreseen only in cases where the problem cannot be solved with soft measures. It is precisely because of the emphasis on soft measures, the success of which is based on adoption or even co-shaping from the population and other stakeholders, public information and consultation, cooperation with the public are crucial. The SUMP is a new approach to traffic planning, the essential characteristics of which are summarized in the guidelines for the preparation of the SUMP: • Infrastructure measures are only one of the possible approaches to traffic planning, • Strategic and targeted planning, • Decision making is participatory and transparent, • The main goal is accessibility and quality of life, • Focus on people, • Cost-effective planning, • Managing traffic demand, • Focus on effective and progressive improvements, • Interdisciplinarity and integration of sectors for health, environment and space, • Strategic assessment of the coherence of project options and set goals (Kaj je CPS, 2016).

Within the framework of the Pumas project a SUMP was developed for cross-border Goriška region, namely for the area of the City Municipality of Nova Gorica and the surrounding municipalities Šempeter - Vrtojba, Renče - Vogrsko, Miren - Kostanjevica, Kanal ob Soči, Brda and the Gorizia Municipality in Italy. This European project within the Alpine Space Programme was based on the recognition that cities face similar challenges in the area of urban mobility. Due to the fragmentation of municipalities, interconnection is an increasingly important way of transport planning. Smaller municipalities are, as a rule, under staffed and face troubles when they would like to carry out strategic planning steps themselves. Planned cross-border cooperation between neighbouring cities is also proving to be an important tool for improving the mobility of a particular region (Pumas Project description, 2014). In 2015, the Ministry of Infrastructure announced a public tender for the co-financing SUMPs under the Operational Program for the Implementation of the European Cohesion Policy for the period 2014–2020, which relates to the priority axis Sustainable use and energy production and smart grids, priority: Promoting low-carbon strategies for all types of areas, in particular for urban areas, including the promotion of sustainable multimodal urban mobility and appropriate mitigation / adaptation measures, highlighting the specific objective that is to develop urban mobility to improve urban air quality. Later were prepared also SUMPs for following municipalities: Idrija, Nova Gorica, Šempeter - Vrtojba, Ajdovščina, Tolmin, Bovec (in August 2018, the strategy is being prepared) and the Cerkno (in August 2018, the strategy is being prepared). SUMPs indirectly deal with e-mobility mainly in terms of raising awareness about sustainable mobility and electric mobility.

European Regional Development Fund

Report Pag. 133/217 4.6 Regional vision, area of intervention and objectives 4.6.1 Regional Vision

Short term vision

By 2025 Goriška region will provide efficient and adequate charging infrastructure network that will comply with set national goals in the field of e-mobility and foster favourable environment for business and industry.

Long term vision

By 2030 Goriška region will foster green mobility solutions in the field of research, innovation, industry and transport with an emphasis on e-mobility.

In the beginning of May 2018 five municipalities of Goriška region (Miren - Kostanjevica, Ajdovščina, Divača, Kanal ob Soči and Nova Gorica) acquired electric cars for three-year business lease (they will be able to buy them after the expiration date). The idea of a joint campaign for e-mobility promotion in Goriška region has come to life within the CitiEnGov project, which supports the creation and introduction of new initiatives in the area of efficient use of energy and the use of renewable energy sources, and contributes to improved sustainable energy management, mitigating climate change and implementing measures in the public sector in the territory of the countries of Central Europe. The costs of these projects are supported by the technical assistance of the ELENA Program, which is a mechanism for European local energy support, set up by the European Commission and the European Investment Bank (EIB) in accordance with the initiative for financing renewable energy sources (E-mobilne severnoprimorske občine, 2018). These e-vehicles carry the message “Together for the green future” and invite citizens to consider choosing the right mobile solutions in the future. The message itself is related to the Green Tourist Scheme initiative – SLOVENIA GREEN. Given the wider consensus, this message could become a slogan for the development of green e-mobility at the regional level. Therefore we suggest the slogan: “GREEN GORIŠKA”. This slogan invites citizens to consider choosing the right mobile solutions in the future. It is also in the context of a national vision in the field of electro mobility. In the Alternative fuels Strategy, a vision has been adopted that, by 2030, Slovenia will become a green country in the field of research, innovation and industry and transport.

4.6.2 Regional Plans & roles The Regional Development Program of the Northern Primorska region (Goriška Development Region) for the period 2014–2020 (hereinafter: RDP) is the basic program document at the regional level. Based on the analysis of development potentials, it identifies the advantages of the development region, defines its priorities, measures and activities and financially evaluates projects. RDP foresees the implementation of the activity “Development of transport infrastructure and sustainable mobility”. In the framework of this activity, installation of charging stations on natural gas and E-CSs is planned. The region's focus in the framework of sustainable mobility and transport infrastructure development is to meet the needs of all parts of the region, while reducing traffic and ensuring adequate transport connectivity to strengthen the competitiveness of all parts of the region and secure transport infrastructure. By means of transport policy and investment activities, we want to ensure that the need for move is satisfied, but at lower costs and lesser side effects, risk and consumption of natural resources. Investments on the Fourth development axis (less on the sections that connect to it: Kobarid–Bovec, Peršet–Nova Gorica) are already underway (reconstruction and modernization of the “Keltika” sections), which will significantly contribute to improving the connectivity of the Upper Soča Valley with European Regional Development Fund

Report Pag. 134/217 central Slovenia. Fourth development axis (preparation and implementation of interventions / investments in the construction of new connections, e.g. Cerkno–Hotavlje), has not been included in the Operational Program for the Implementation of the European Cohesion Policy for the period 2014–2020 by the competent department (Ministry for Infrastructure). The Region expects that this investment project is appropriately included in the Transport Infrastructure Strategy that is being prepared by the state. The construction of this axis opens the accessibility of the Goriška region towards the 10th European corridor. Activities of past years in the field of ensuring safe internal transport connections and improving the transport accessibility of the region will be upgraded with efforts in strengthening sustainable mobility and joint traffic planning in the region. In the context of the preparation of SUMPs, the importance of the railway connection between North Primorska (Goriška region) and Gorenjska region will be checked and evaluated. Envisaged projects in the area of sustainable mobility in the region: • Creating SUMPs (municipal level), • Arrangement of secure access to public transport stations and stops (pavements, bicycle lanes), • Construction of parking lots for bicycles, • Construction of public transport stations/stops, • Sustainable parking policy measures, • Educational awareness-raising activities on sustainable mobility, • Creation of mobility plans, • Modern technologies for managing mobility, • Establishment of environmental zones, • System P + R, • Purchase of the equipment for rail passenger transport, • Installation of charging stations on natural gas and E-CSs (Regional Development Program, 2014).

4.6.3 The route: Areas of Intervention Based on the analysis of the existing situation in the field of e-mobility in the region and the SWOT analysis, the following table lists the areas of interventions with detailed descriptions.

Table 35: Areas of intervention Area of intervention AoI Description

European Regional Development Fund

Report Pag. 135/217 E-CSs will be located and installed gradually. In the first phase, in more Coverage of the territory interesting locations such as: with E-CSs - town centres, - parking lots along major public buildings (e.g. university, sports, cultural and recreational facilities), - multi-apartment buildings, - garages and garage houses, - shopping centres, - tourist facilities and hotels, - low settlement areas.

There are practically no public E-CSs in the low settlement areas, with the exception of private E-CSs. According to the Alternative fuels Strategy Action Plan, Slovenia will ensure that the number of charging stations will maintain the optimal ratio between the number of electric vehicles and the number of charging stations, i.e. 7 vehicles per public charging station. It will also be necessary to provide an adequate network of E-CSs in rural areas, however, lower interest of managers and charging service providers in the investment in the infrastructure is expected due to lower consumption. The municipality, as a public entity, pursues the interest of local population and, consequently, the public interest for placing E-CSs in low settlement areas.

Operators that charge the charging service do not show any interest in joining Interoperability of systems an interoperable system. Each operator has different card for e-charging. for EV charging Systems are not uniform. As a result, users can have multiple ID cards for charging. In accordance with the AFS, it is ensured that simplified payment methods for charging of EVs will be introduced and ad-hoc charging will be possible for users who do not have contracts with suppliers under favourable conditions that will ensure non-discriminatory treatment. We estimate that 40 EVs were registered in the Goriška statistical region in Increasing the number of 2017. According to the Statistical Office of the Republic of Slovenia, in 2017, EVs there were 779 registered EVs in Slovenia. The number of electrically powered cars is gradually increasing over the years. In the AFS Action plan, the goal is to have at least 10,000 EVs by 2020. Raising stakeholder Raising the awareness about environmental effects, energy use, etc., raising awareness of social and the culture of energy efficiency. The latter is achieved when people make environmental benefits of deliberate decisions that lead to an increase in energy efficiency because of e-mobility and alternative their desire and not because they have to. To the point when people ways of transport understand the value for them as individuals and for the common good.

4.6.4 Local RAP’s Objectives Based on the analysis of the current state of e-mobility in the region, the following table provides strategic objectives with descriptions in order to define the strategic approach for planning of an interoperable infrastructure for electric vehicle in Goriška region.

Table 36: Strategic objectives Strategic Objective SO Description 1. Provide cooperation of key stakeholders The municipality takes over the leading role in connecting key European Regional Development Fund

Report Pag. 136/217 stakeholders in the field of e-mobility. 2. Achieve complete interoperability of Operators that charge for charging service do not show any electric charging services interest in joining an interoperable system. Each operator has different card for e-charging. Systems are not uniform. As a result, users can have multiple ID cards for charging. 3. Reach an adequate territorial coverage with The municipality, as a public entity, pursues the interest of the electric charging services local population and, consequently, the public interest for placing E-CSs in low settlement areas. 4. Make the information about charging Tourism is one of the most important industries in the region. network available to regional, local and However, the information flow on E-CSs location and foreign users availability/occupancy is not properly regulated, especially foreigners may encounter problems. There are several portals on the web that provide information on E-CSs, but not all portals offer the same information. There is no unified database. 5. Facilitate contacts and networking between There is no dedicated regional or national system. PAs and stakeholders (companies, private Consequently, there is no exchange of key information for the investors, private citizens ...) development of e-mobility. 6. Integrate public and private transport There is no interoperability of services between providers of private and public transport. For each service user needs different ID card, separate charging of services, etc.

4.7 RAP Actions The strategic regional approach for the design of an interoperable infrastructure for electric vehicles defines following strategic objectives.

4.7.1 Action List Based on the analysis of the existing situation in the area of e-mobility in the region, SWOT analysis, areas of activities and strategic objectives, a list of proposed activities is prepared according to regional strategic objectives.

Table 37: Synthesis table of strategic actions for Goriška Region Supraregional Pillar (from Transnational RAP’s Objective Actions Strategy) Strategy #1 – Define the Establish and implement a round table on e- best possible roles of PAs mobility / smart mobility 1. Provide cooperation of key stakeholders e-mobility promotion

Procurement of EVs for use in municipal administrations and other municipal public institutions Strategy #2 – Set common 2. Achieve complete Determine the minimum technical minimum rules on interoperability of requirements for charging infrastructure infrastructure access electric charging Establish appropriate starting points for services public procurements

European Regional Development Fund

Report Pag. 137/217 Supraregional Pillar (from Transnational RAP’s Objective Actions Strategy) Strategy #3 – Complete Determining the criteria for localisation of the minimum the charging infrastructure infrastructure Set criteria for the selection of contractors

3. Reach an adequate Get to know the habits of EV users and territorial coverage of potentially interesting locations for E-CSs E-CSs Stimulating the investments in E-CSs

Placement of E-CSs in low settlement areas

Identifying locations for installing E-CSs

Strategy #4 – Adopt an Ensuring interoperability integrated, supra-regional 4. Make the information mapping tool on the charging Ensuring the exchange of information on the network available to status of E-CSs between different portals regional, local and foreign users Creating a common infrastructure map

Strategy #5 – Empower To create a dedicated regional or national communication among portal for communication between public authorities and 5. Facilitate contacts and stakeholders other stakeholders networking between PAs and stakeholders Providing support to users (companies, private investors, private citizens …) Strengthening communication between municipalities, private and public transport providers and other stakeholders Strategy #6 – Guarantee Focusing on e-car sharing synergy among private and public transport Focusing on the innovation centre in the field 6. Integrate public and of e-mobility private transport Ensuring the interoperability of services between providers of private and public transport

Determining parking regime

European Regional Development Fund

Report Pag. 138/217 4.7.1.1 Ranking e-MOTICON project experts select MCA as a profitable tools that aims to objectively and rationally approach the complex evaluation of action prioritize among multiple criteria and multiple subjects. The procedure is aimed to uncover the strengths and weaknesses of an existing process, opportunities and threats present in the natural environment, the resources required to carry through, and ultimately the prospects for success in order to perform the prioritize, it is needed to score the attributes of the action. The following matrix is proposed. It needs to consider two main issues:  A description of the role the Administration is intended to have in the action realization,  A quantitative and qualitative evaluations of the three main criteria selected: Impact, Time and Cost (the three main axes in project management58, 59).

In the table below, there are presented key activities to accelerate the development of e-mobility in the region, derived from the proposed list in chapter 4.7.1 List of activities. Municipalities can have direct or indirect impact / influence on their implementation. Certain activities from the mentioned list in chapter 4.7.1 are not in the domain of the municipality and will have to be solved at the national level, and consequently they are not included in the table below. For the implementation of each activity, the role of the municipality is defined. Activities are evaluated by influencing the deployment of interoperable charging infrastructure and by economic and environmental impact. The duration of the activity and the estimation of cost (qualitative) are also defined.

Table 38: Key activities for acceleration of e-mobility development in Goriška Region Impact on homog. Environ- Economic Estimated distrib. of mental TIME impact cost Action60 interop. impact RAP Area E-CS 1-high, 1-high, 1-high, 1-short, 1-low. 2-medium, 2-medium, 2-medium, 2-medium, 2-medium, 3-low 3-low 3-low 3-long 3-high

Goriška Identifying locations for 1 2 3 2 2 Region interoperable E-CSs

Goriška Stimulating investment 2 1 2 3 3 Region in E-CSs

Strengthening communication between municipalities, Goriška private and public transport 2 3 2 2 1 Region service providers and other stakeholders, other promotion

58 Atkinson, Roger (December 1999). "Project management: cost, time and quality, two best guesses and a phenomenon, its time to accept other success criteria". International Journal of Project Management. 17 (6): 337–342. doi:10.1016/S0263- 7863(98)00069-6 59 Baker, B. N., Murphy, D.C. and Fisher, D. 1983. Factors affecting project success in: D.I. Cleland and W.R. King, ed. Project Management Handbook. New York Van Nostrand Rein-hold 60 Activities, projects, political actions taken in the short, medium or long term to promote electric mobility and recharging infrastructure in the territories European Regional Development Fund

Report Pag. 139/217 Goriška Defining parking regime 2 2 3 2 1 Region Procurement of EVs for use in Goriška municipal administrations and 1 1 2 3 3 Region other municipal public institutions Ensuring the interoperability Goriška of services between private 2 1 2 3 2 Region and public transport service providers

Goriška Placement of E-CSs in low 3 3 3 3 3 Region settlement areas

The criteria have been evaluated by means of the hierarchical approach; and the impact three criteria will be considered “sons” of the more general “impact” criteria; that allow to compare with costs and time ones. The output of the MCA analysis provides a hierarchical classification of the action, that translate in mathematical details the conceptual approach typical of the policy makers: this ranking try to summarize which action are suitable to fulfil the objectives, considering the evaluation and the motivational issue the Public Administrators consider as driving forces.

4.7.2 Action List with prioritization index The following is an e-Mobility Action Plan for the Goriška region for the period 2018–2025. For each activity there is defined: name of the activity, strategic goal, field of action, activity description, role of municipalities, expected results, cost estimation (qualitative), co-financing sources, existing status of the activity, duration of activity, start of activity, completion of activity, implementation area, method for the implementation of activities and phases, the impact on e-mobility in the region, the environmental impact, the economic impact, the overall benefits in the region, and the transferability.

Table 39: Action List with prioritization index action score Priority Index (wheighed sum of (action score RAP Area Action61 impact multiplied for normalized on each score) overall variance)

Goriška Region Identifying locations for interoperable E-CSs 200 50

Goriška Region Stimulating investment in E-CSs 220 60

Strengthening communication between municipalities, private and public transport Goriška Region 200 50 service providers and other stakeholders, other promotion

Goriška Region Defining parking regime 200 50

61 Activities, projects, political actions taken in the short, medium or long term to promote electric mobility and recharging infrastructure in the territories European Regional Development Fund

Report Pag. 140/217 Procurement of EVs for use in municipal Goriška Region administrations and other municipal public 200 50 institutions

Ensuring the interoperability of services Goriška Region between private and public transport service 200 50 providers

Goriška Region Placement of E-CSs in low settlement areas 300 100

More detail and a complete description of each action can be found in Appendix 3.

4.8 Coherence of the RAP with other competent authorities’ policies and other organization Since the themes of sustainable mobility, the use of alternative fuels, etc. are more and more relevant in recent years, this reflects also in local energy concepts (LEC), because more attention is payed to these questions. It should not be forgotten that LEC is a wider document in the field of energy use and supply at municipal level and consequently e- mobility topics are only briefly discussed.

SUMPs also indirectly consider e-mobility, mostly in terms of raising awareness about sustainable mobility and electric mobility.

Consequently, the compatibility of the Regional e-mobility Action Plan can only be established with the Alternative fuels Strategy Action Plan (2018). As it is evident from the analysis of the existing situation, SWOT analysis, multi- criteria analysis and action plan, the Regional e-mobility Action Plan is in line with the national Action Plan for alternative fuels in transport.

4.9 Monitoring and Assessment system Implementation of the activities of the Regional e-mobility Action Plan is monitored through the indicators in the table below. Two interim reports are planed (in 2020 and in 2023). The final report is produced by year 2025.

Table 40: Indicators for monitoring the implementation of the activity action base line action action value type target value Start End RAP Area Action62 (unit of measure used in (value value (mmm-yy) (mmm-yy) the next columns) before (value after action action ends) starts)

62 Activities, projects, political actions taken in the short, medium or long term to promote electric mobility and recharging infrastructure in the territories European Regional Development Fund

Report Pag. 141/217 No of municipalities with prepared Goriška Identifying locations for Charging 0 13 Nov-18 Jan-20 Region interoperable E-CSs infrastructure development plan

Goriška Stimulating investment No of E-CS in the 32 355 Oct-18 Dec-24 Region in E-CSs region

Strengthening communication between municipalities, private Communication Goriška and public transport service campaign at regional No Yes Oct-18 Dec-24 Region providers and other level Yes/No stakeholders, other promotion

No of municipalities Goriška with defined parking Defining parking regime 0 4 Oct-18 Dec-20 Region regime that involves EVs

Procurement of EVs for use in Goriška municipal administrations and les than % of EVs in PA fleets 15% Oct-18 Dec-25 Region other municipal public 1 % institutions

Ensuring the interoperability of Goriška services between private and Yes/No No Yes Oct-18 Dec-24 Region public transport service providers

Goriška Placement of E-CSs in low No of E-CSs in low 4 40 Oct-18 Dec-24 Region settlement areas settlement areas

4.10 Implementation & Reporting The e-Mobility Regional Action Plan for the Goriška region was developed for the period 2018–2025. Activities in the National Alternative Fuels Strategy Action Plan (2018) are defined with a detailed plan for the period 2018–2020. It is reasonable to carry out a revision of the Regional e-mobility Action Plan after the outcome of the new national action plan. We propose that this regional action plan is revised in 2021. A new action plan should be drawn up in 2025.

4.11 Communication Strategy The key stakeholders that are actively involved in communicating with the general public on the topic of implementing e-mobility measures are listed in chapter 4.1 Identification of the target group of the Goriška region.

The communication strategy aims at: • addressing individual stakeholders with measures that affect them, • communicating individual measures to the general public and target groups, • building public support, European Regional Development Fund

Report Pag. 142/217 • acquainting with the effects of the performed activities.

We propose to communicate with the public through regional print media, electronic media, brochures and thematic events. An important part of communication is the implementation of the communication campaign, which is foreseen in the Action Plan (see Action 3 of the Action Plan – Strengthening communication between municipalities, private and public transport providers and other stakeholders, and other promotion). The communication campaign provides direct user feedback (for example with questionnaires, target meetings, etc.). It would make sense to repeat the campaign, in order to monitor the progress.

European Regional Development Fund

Report Pag. 143/217 5 SOURCES

1. Akcijski program za alternativna goriva v prometu, št. 007-201/2018/1, 2018, http://www.energetika- portal.si/dokumenti/strateski-razvojni-dokumenti/strategija-za-alternativna-goriva/

2. ApE – Agencija za prestrukturiranje energetike, d.o.o. 2010. Local Energy Concept of Preddvor municipality: Municipality Preddvor.

3. ARSO okolje, Kazalci okolja. 2018. Kazalci okolja v Sloveniji. Avgust 2018. http://kazalci.arso.gov.si/?data=group&group_id=4

4. Avant2goAvant2Go, https://mariborinfo.com/novica/lokalno/koliko-stane-in-kako-poteka-najem-car-sharing-avtomobila/139455 (2018).

5. B. Bensa, M. Klun, A. Cundrič, C. Gregorc, et al. 2017 Sustainable Urban Mobility Plan Škofja Loka: Municipality Škofja Loka.

6. B. Caglič, K. Caglič, E. Kodrun, R. Caglič. 2011. Local Energy Concept Action plan Jesenice: Municipality Jesenice.

7. B. Gašperlin. 2012. Local Energy Concept of municipality Gorje: Municipality Gorje.

8. B. N. Baker, D.C. Murphy and D. Fisher. 1983. Factors affecting project success in: D.I. Cleland and W.R. King, ed. Project Management Handbook. New York Van Nostrand Rein-hold.

9. Bousfield, Jonathan in James Steward, 2013. Svetovni popotnik: Slovenija. Ljubljana: Založba mladinska knjiga.

10. ChargeJuice, https://chargejuice.com/ (2018).

11. D. L. Olson, H. M. Moshkovich, R. Schellenberger, A.I. Mechitov. Consistency and Accuracy in Decision Aids: Experiments with Four Multiattribute Systems, Volume 26, Issue 6-Nov.1995 – Pages 723–747.

12. D. L. Olson, Multi-criteria analysis: a manual. 1995. www.communities.gov.uk - community, opportunity, prosperity.

13. D. Zavrl Žlebir. Merijo kakovost zraka in hrup. Kranj: Gorenjski Glas, March 2018. August 2018. http://gorenjskiglas.si/article/20180305/C/180309906/1020/merijo-kakovost-zraka-in-hrup

14. Directive 2014/94/EU of the European parliament and of the council. August 2018. https://eur-lex.europa.eu/legal-content/en/TXT/?uri=CELEX%3A32014L0094

15. European Alternative Fuels Observatory. https://www.eafo.eu/alternative-fuels/overview, 2018.

16. Eco Consulting, d.o.o., Energija, Okolje, Ekonomija, Kmetec U., Šaver A. et al. 2010. Local Energy Concept of municipality Bled: Municipality Bled.

European Regional Development Fund

Report Pag. 144/217 17. Eco Consulting, d.o.o., Energija, Okolje, Ekonomija. 2012. Local Energy Concept of municipality Železniki: Municipality Železniki.

18. Eco Consulting, d.o.o., Šaver A. 2011. Local Energy Concept of Radovljica municipality: Municipality Radovljica.

19. Eco Consulting, Ltd. 2008. Local Energy Concept of the municipality Cerklje na Gorenjskem: Municipality Cerklje na Gorenjskem.

20. E-mobilne severnoprimorske občine, https://www.golea.si/blog/2018/05/08/izjava-za-javnost-3-2-2-2-2/ (2018).

21. ENVIRODUAL, trajnostno okoljsko in energetsko upravljanje, raziskave in izobraževanje, d.o.o. 2011. Local Energy Concept of Šenčur municipality: Municipality Šenčur.

22. Energetski zakon. https://www.uradni-list.si/glasilo-uradni-list-rs/vsebina/2014-01-0538?sop=2014-01-0538, 2014.

23. European Alternative Fuels Infrastructure Directive 2014/94/EU. https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32014L0094&rid=9, 2018.

24. European Commission, 2018. Mobility and transport, The Core Network Corridors. August 2018. https://ec.europa.eu/transport/themes/infrastructure_en

25. European Council (23 and 24 October 2014) – Conclusions on 2030 Climate and Energy Policy Framework, SN 79/14, 23 October 2014.

26. European Environment Agency. Dec. 2017. Emissions of air pollutants from transport. August 2018. https://eea.europa.eu/data-and-maps/indicators/transport-emissions-of-air-pollutants-8/transport-emissions-of- air-pollutants-5

27. G. Jovanović, D. Lavrič, P. Lovšin, et al. 2017. Sustainable Urban Mobility Plan Železniki: Municipality Železniki.

28. G. Pretnar, et al. 2017. Sustainable Urban Mobility Plan Radovljica: Municipality Radovljica.

29. Geopedia – interaktivni spletni atlas in zemljevid Slovenije, http://www.geopedia.si/ (2018).

30. Gorenjske Elektrarne Group. 2018. Annual report 2017. Avgust 2018. https://www.elektro- gorenjska.si/resources/files/pdf/porocila/KLPEG_2017_EN_interaktivni.pdf

31. Gremonaelektriko.si, https://www.gremonaelektriko.si/ (2018).

32. I feel Slovenija - Smaragdna pot. http://www.slovenia.info/si/-ctg-regije/Gori%C5%A1ka-Smaragdna-pot.htm?_ctg_regije=9&lng=1 (2014)

33. Informator. 1964. Goriška. Nova Gorica: Goriška turistična zveza.

34. J. Rezaei. 2015. A Systematic Review of Multi-criteria Decision-making Applications in Reverse Logistics. Transportation Research Procedia: Volume 10, Pages 766-776. European Regional Development Fund

Report Pag. 145/217 35. K&Z, Svetovanje za razvoj d. o. o., Smart G., Štefe T. 2016. Sustainable Development Strategy of the Municipality of Preddvor with emphasise on tourism 2016–2026: Municipality Preddvor.

36. K&Z, Svetovanje za razvoj d. o. o.. Zupan S. 2017. Strategy of sustainable development of Bohinj municipality 2025+: Municipality Bohinj.

37. Kaj je CPS, https://www.logatec.si/index.php/za-obcane/okolje-in-prostor-za-obcane/celostna-prometna-strategija/4769- kaj-je-celostna-prometna-strategija (2016).

38. Kakovost zraka v Sloveniji v letu 2012, ARSO, 2013, http://www.arso.gov.si/zrak/kakovost%20zraka/poro%C4%8Dila%20in%20publikacije/porocilo_2013.pdf

39. Kakovost zraka v Sloveniji v letu 2016, ARSO, 2017, http://www.arso.gov.si/zrak/kakovost%20zraka/poro%C4%8Dila%20in%20publikacije/Porocilo_2016.pdf

40. Karta prometnih obremenitev -– povprečni letni dnevni promet 2016, http://www.di.gov.si/fileadmin/di.gov.si/pageuploads/Prometni_podatki/Prometne_obremenitve_2016_karta.p df (2016).

41. L. Kobetič, N. Lipušček, N. Britovšek, et al. 2017. Sustainable Urban Mobility Plan Šenčur: Municipality Šenčur.

42. L.J. Savage (1954) The Foundations of Statistics Wiley, New York, NYR. Atkinson (December 1999). “Project management: cost, time and quality, two best guesses and a phenomenon, its time to accept other success criteria”. International Journal of Project Management. 17 (6): 337–342. doi:10.1016/S0263- 7863(98)00069-6.

43. Letno poročilo 2017, Soške elektrarne Nova Gorica, d.o.o., 2017.

44. Life Cycle Assessment – JRC “ILCD Handbook. General guide for Life Cycle Assessment: detailed guidance”, EUR24708 EN (2010).

45. Lokalna energetska agencija Gorenjske, ENVIRODUAL, d.o.o. 2012. Local Energy Concept of municipality Jezersko: Municipality Jezersko.

46. Lokalna energetska agencija Gorenjske; ENVIRODUAL, trajnostno okoljsko in energetsko upravljanje, raziskave in izobraževanje, d.o.o. 2015. Sustainable Energy Action Plan of the Municipality of Tržič: Municipality Tržič.

47. Lokalna energetska agencija Gorenjske; ENVIRODUAL, trajnostno okoljsko in energetsko upravljanje, raziskave in izobraževanje, d.o.o. 2012. Local Energy Concept of municipality Žiri: Municipality Žiri.

48. Lokalna samouprava, https://sl.wikipedia.org/wiki/Lokalna_samouprava (30.5.2018).

49. Lokalni energetski koncept Mestne občine Nova Gorica, Golea, 2010.

50. Lokalni energetski koncept Občine Bovec, Golea, 2010.

51. M. Golc Goropečnik. 2011. Local Energy Concept Action plan Bohinj: Municipality Bohinj

European Regional Development Fund

Report Pag. 146/217 52. M. Perdan. Vse več električnih vozil. Kranj: Gorenjski Glas, October 2017. August 2018. http://www.gorenjskiglas.si/apps/pbcs.dll/article?AID=/20171002/C/171009978&template=printart

53. Marošek J. 2015. Development strategy of Jezersko municipality 2015–2020+: Municipality jezersko.

54. Ministrstvo za infrastrukturo, Direkcija Republike Slovenije za infrastrukturo. Ceste, Železnice. October 2018. http://di.gov.si

55. Ministry fo the Environment and Spatial Planning, Slovenian Environmental Agency (ARSO), Air quality – data, Exeeding PM10, 2017. September 2018. http://arso.gov.si/zrak/kakovost%20zraka/podatki/2017_PM10Preseganja.pdf

56. Municipality Bohinj. 2017. Bohinj for Sustainable traffic policy: Municipality Bohinj.

57. Natura 2000 – O naturi 2000, http://www.natura2000.gov.si/index.php?id=18 (2014)

58. Official Journal of the European Union – L323/15 dell’8.12.2007. December 2017, http://www.alpconv.org/en/convention/protocols/Documents/transportprotocolEN.pdf

59. OIKOS, svetovanje za razvoj, d.o.o., Durgutović A., et al. 2012. Local Energy Concept of Škofja Loka municipality: Municipality Škofja Loka.

60. Opis projekta Pumas, http://www.pumasproject.eu/the-pumas-project/ (2014).

61. PNZ svetovanje projektiranje d.o.o. 2017. Sustainable Urban Mobility Plan Kranj: Municipality Kranj

62. Podatkovna baza Statističnega urada RS, http://pxweb.stat.si/pxweb/dialog/statfile2.asp (2016).

63. Pogačnik K. 2010. Local Energy Concept of municipality Naklo: Municipality Naklo

64. Polni.si, http://www.polni.si/ (2018)

65. Poročilo o stanju na področju energetike v Sloveniji. 2016. Agencija za energijo.

66. Startegija razvoja prometa v RS do 2030. http://www.mzi.gov.si/si/dogodki/strategija_razvoja_prometa_v_rs/ , 2018.

67. Regionalni razvojni program Severne Primorske (Goriške razvojne regije) 2014–2020, RRA Severne Primorske in Posoški razvojni center (2014).

68. Resolucija o prometni politiki Republike Slovenije. http://www.pisrs.si/Pis.web/pregledPredpisa?id=RESO14, 2018.

69. Rojšek, Danjel. 1991. Naravne znamenitosti Posočja. Ljubljana: Državna založba Slovenije.

70. Slovenske statistične regije in občine v številkah, http://www.stat.si/obcine (2017).

European Regional Development Fund

Report Pag. 147/217 71. Strategija na področju razvoja trga za vzpostavitev ustrezne infrastrukture v zvezi z alternativnimi gorivi v prometnem sektorju v Republiki Sloveniji, št. 007-201/2018/1, 2018, http://www.energetika-portal.si/dokumenti/strateski-razvojni-dokumenti/strategija-za-alternativna-goriva/

72. Strategija prostorskega razvoja Slovenije. Ministrstvo za okolje, prostor in energijo, Direktorat za prostor, Urad za prostorski razvoj. Uradni list Republike Slovenije, št. 76/ 2004. http://www.mop.gov.si/fileadmin/mop.gov.si/pageuploads/publikacije/sprs_slo.pdf, 2018.

73. Šuligoj, N. 2014. Potenciali za razvoj turizma v Goriški regiji, diplomsko delo, https://repozitorij.uni- lj.si/IzpisGradiva.php?id=30400&lang=eng&prip=dkum:10919909:d1

74. SURS, Regije v številkah. October 2018 https://www.stat.si/StatWeb/File/DocSysFile/9374/regije_v_stevilkah_2017.pdf, https://www.stat.si/obcine

75. SURS. 2014. Preddvor – Slovenske regije in občine v številkah. August 2018. https://www.stat.si/obcine/sl/2014/Municip/Index/128

76. T. Podgornik, M. Marinšek, N. Zupan. 2016. Local Energy Concept of municipality Žirovnica: Municipality Žirovnica.

77. T. Podgornik, P. Filipič, M. Jazbinšek, et al. 2017. Sustainable Urban Mobility Plan Bled. Bled: Municipality Bled.

78. T. Podgornik, P. Filipič, M. Jazbinšek, et al. 2017. Sustainable Urban Mobility Plan Jesenice: Municipality Jesenice.

79. The Journal of Multicriteria Decision Analysis (John Wiley & Sons, Ltd)

80. TIC Bovec – Zimski športi, http://www.bovec.si/aktivnosti/zimski_sporti/ (2014).

81. Turistični zemljevid Slovenije, https://www.slovenia.info/sl/potovalni-nacrt/publikacija/turisticni-zemljevid-slovenije-31 (2018).

82. Uradni list, Glasilo Uradni list RS. Uradni list RS, no. 108/2013, 20. 12. 2013. 3945. Decree on the Air Quality Plan in the Municipality of Kranj, page 12505. https://uradni-list.si/glasilo-uradni-list-rs/vsebina/2013-01-3945/odlok-o-nacrtu-za-kakovost-zraka-na- obmocju-mestne-obcine-kranj. August 2018

83. Uredba o obnovljivih virih energije v prometu. Uradni list, Glasilo Uradni list RS. Uradni list RS št. 64/2016. https://www.uradni-list.si/glasilo-uradni-list-rs/vsebina/127954, 2018.

84. V. Pearson, C. Culver, Writing a communications strategy15 January 2016. University of Oxford. Found on the web 22. 10. 2018, https://www.ox.ac.uk/sites/files/oxford/media_wysiwyg/Writing%20a%20communications%20strategy%20% 2818.02.16%29.pdf

85. Von Neumann, J, and Morgenstern, O. (1947). Theory of Games and Economic Behaviour, second edition, Princeton University

European Regional Development Fund

Report Pag. 148/217 6 APPENDIX

Appendix 1: Gorenjska region Action tables

Action Name Increase in number of E-CS on the public parking areas Strategic Objective Reach an adequate territorial coverage for electric charging services Area of intervention Municipality Bohinj Action Description The action includes setup of 8 new E-CS in the municipality:  Delivery,  Installation,  Connection to the grid,  Starting the operation,  Cooperation with private company. PA Role  Investor: financing the costs of construction works, electricity installation and connection to the grid and covering the costs of the electricity usage. (Management will be handed over to Petrol),  Municipality owns public space,  Coordination of the project,  Draftsman of business model,  Responsible for marking of parking spaces with appropriate vertical signalization and floor markings,  Contractor with private company, in case the E-CS is situated on a private land. Bottleneck N/A Expected results  Increased territorial coverage for e-charging service,  Increased interoperable regional network of E-CS,  Promotion of e-mobility, especially since the e-charging service will be free of charge,  In the long run improvement of air quality and noise reduction. Estimated cost  The estimated value – for the supply, installation and commissioning of:  3 charging stations at parking place in = 50,000 EUR without VAT, construction and electrical work included; the estimated value of Ukanc parking lot construction is half a million  5 charging stations at other parking places: 25,000 EUR with VAT, construction and electrical work not included, connected to:  Construction of the parking lot in the center of Bohinjska Bistrica 250,000 EUR Funding method Municipal, co-financing by the Eco Fund or other sources Current state For 2 parking places (at Ukanc and in the centre of Bohinjska Bistrica) a building permit is obtained, for other parking places the conceptual designs are being prepared. Project life 43 months Project planned May 2019 starting date Project Planned December 2022 conclusion Project localization New station locations: 1. Parking place at Camp Danica in Bohinjska Bistrica (1x) 2. Parking place at Pokljuka (1x) 3. Parking place in the center of Bohinjska Bistrica (1x) 4. Parking place Kobla at Bohinjska Bistrica (2x) 5. Parking place at Ukanc (3x) European Regional Development Fund

Report Pag. 149/217 Work plan and Non existing activities description Impact on e-mobility High. The critical mass of e-vehicles is missing.

Impact on the The impact on the environment will be high when e-vehicles will replace vehicles on diesel environment or gasoline. Municipality of Bohinj is a highly touristic destination with tourist congestions in high season causing traffic congestions at the and other arterial roads. Noise pollution and quality of air would improve. Economic impact The economic impact is going to be negative in short term, on the account of the Municipality (large costs in construction and electro works, pay for electricity, insofar as the system will be free, used for the promotional effect …). Spillover effects are possible for the territory since this might attract new kind of visitors supporting local economy. Overall impact on the This action is increasing territorial coverage with interoperable E-CS services and has a territory promotional effect of a green destination. Transferability This action can be transferred in any of municipalities in Gorenjska region and beyond.

Action Name Provision of infrastructure for public transport interchange, P&R systems, business zones, airport area Strategic Objective Integrate public transport and private transport Area of intervention Municipality Bohinj Action Description The action includes:  Arrangement of the P + R system, providing affordable transport;  Planned is a system of mobility hubs - Distributed parking system with support systems and management: bicycle rental, organized modes of transport (where possible by electric vehicles), traffic modes for slowing traffic and moving away from the most burdened points (lake bowl, Pokljuka, starting points for the mountains , the Savica waterfall)  Main objectives: to relieve the lake basin, key starting points for mountains and forest roads in Pokljuka motorway, improve quality,  Main product: regulated system of distributed parking lots with support system – organized forms of transport with electric vans and buses,  What can help: the involvement of all stakeholders. PA Role Investor, both the establishment of car parks and the provision of transport Bottleneck Slowly changing travel habits - high dependence on car transport. Expected results Reduced motor traffic, noise and emissions, improved quality of life of citizens, improved connectivity and traffic safety Estimated cost Medium-sized investment – (descriptive) Funding method Municipal budget, candidacy for state and European funds. Current state In the summer season, the Bohinj municipality established 3 temporary parking lots, which acted as P + R (parking place at the Danica camp in Bohinjska Bistrica, the parking lot Kristal at the beginning of Ribčev Laz and the Senožet car park in Sredna vas). They provided free shuttle services to Lake Bohinj and Blato plateau. The analysis for this year’s measures is being prepared, on which the system will be upgraded and expanded and the frequency of shuttle transfers will increase. Project life Annually, in summer season Project planned Each year in the summer season starting date European Regional Development Fund

Report Pag. 150/217 Project Planned N/A conclusion Project localization the area of the Bohinj Municipality, the Gorenjska region and the municipalities of the Julian Alps Work plan and Analyzes of completed surveys of shuttle users and analyzes of transported passengers are activities description being prepared. On the basis of these, the organized transport system will be upgraded and expanded, the frequency of shuttles will increase and new lines will be introduced. The operation of organized services on certain routes will be provided by electric vans and minibuses. Impact on e-mobility High. The critical mass of e-vehicles is missing. Raising awareness of e-mobility among vehicle users and inhabitants of the Alpine region. Raising quality of life. Impact on the Reduction of environmental pollution (emissions, waste vehicles), noise reduction. environment Economic impact The economic impact is going to be negative in short term, on the account of the Municipality. Overall impact on the The municipality of Bohinj lies in the Triglav National Park, which is part of the Alpine territory space, for which it is essential to adopt a sustainability plan to protect this sensitive ecosystem, which is increasingly condensed with the consequences of the excessive use of fossil fuel vehicles. Municipality of Bohinj is also partner of Alpine Pearls, an association of 25 Alpine destination that invite guests to spend their vacation without their vehicles and by using the sustainable mobility options offered at every destination. Transferability The possibility of transferring to other transfer locations as a “good practice case” would be possible for any municipality in Slovenia as well as in neighboring countries.

Action Name Increase in number of E-CS on the parking areas Strategic Objective Reach adequate territorial coverage for electric charging services Area of intervention Municipality Cerklje na Gorenjskem Action Description The Municipality of Cerklje na Gorenjskem acts a planner and investor in e-charging stations in public places, and around public facilities (health center, schools …). • Main features: the establishment of a network of public parking spaces with E-CS, • Main goals: planning, obtaining project and investment documentation, implementation of E-CS installation, • The main product: the installation of E-CS for electric cars, • What could help: cooperation with electricity distributors, co-financing from state or European funds. PA Role Providing land for the building of a network of public parking spaces with E-CS, preparation of investment and project documentation, candidacy for the allocation of state or European funds, implementation of the installation of E-CS. Bottleneck Insufficient basic infrastructure. In the municipality of Cerklje na Gorenjskem there is a weak electricity network, which would need to be updated and upgraded to meet the needs of a network quality of E-CS. Expected results Increased use of transport means on alternative source of fuel (electricity), consequently affects the improvement of the quality of the environment and affects the quality of life of citizens. Estimated cost Descriptive cost estimation - large (depending on the number of installed E-CS). On average, an investment in the installation of an E-CS with an independent connection and European Regional Development Fund

Report Pag. 151/217 measuring point is approximately 11,500 euros, with two vehicles at the same time being charged at such a charging station (source: Andraž Zupančič, Chargers for electric cars: today mostly for free, soon nowhere else; in the journal Dnevnik - https://www.dnevnik.si/1042820244, dated 28 April 2018) Funding method Candidature for state and European subventions, part of the municipal budget. Current state Not implemented Project life N/A Project planned N/A starting date Project Planned N/A conclusion Project localization The area of the municipality of Cerklje na Gorenjskem, the center of the settlement Cerklje na Gorenjskem where the primary school, pharmacy, library, the Cerklje tourism center, health center, collection center for waste management are located; settlement Šmartno where there is home for the elderly – Dom Taber; the village of Zalog pri Cerkljah, where the elementary school is located. Work plan and The project is not yet in progress, so a work plan and a description of the activity cannot be activities description presented. Impact on e-mobility The project would have a major impact on e-mobility, which would become more and more recognizable, and the construction of basic infrastructure would lead to the actual use of electric cars and thus to the increased use of electric vehicles.

Impact on the The environmental impact would be positive, by encouraging the use of electrically environment powered vehicles, harmful air emissions and noise emissions would be reduced. Consequently, the environment quality of the citizens would increase.

Economic impact In the short term, the investment for the municipality would mean cost and use of budgetary funds. By obtaining subsidies, costs to the municipal budget could be reimbursed. In the longer term, the project has a positive impact on the improvement of the quality of living, which can be more costly in other areas of environmental protection for which the municipality is responsible. Overall impact on the The project would improve the infrastructure for e-mobility throughout the municipality; territory accelerate the use of electrically powered vehicles. This would improve the quality of living in the municipality and raise the level of environmental protection. The project would help advertise the municipality as an environmentally friendly municipality. It would be easier to connect regionally with municipalities active in this field, sharing experiences with them - examples of good practice. This would create even greater inter-municipal and regional cooperation. Transferability The possibility of transferring to other transfer locations as a “good practice case” could be for any municipality in Slovenia as well as in neighboring countries.

Action Name Municipalities as promoters of e-mobility Strategic Objective Promote e-mobility Area of intervention Municipality Cerklje na Gorenjskem Action Description On the basis of information and data on the benefits of e-mobility and interoperability, the municipality implements the continuous task of informing and educating users about the

European Regional Development Fund

Report Pag. 152/217 use, operation and positive effects, and the possibilities of access to E-CS and means of transport, as well as on the effects of e-mobility in the long run.  Main features: informing, raising awareness and educating users about e-mobility,  Main goals: reducing the number of transport vehicles on fossil fuels, improving air quality,  Main product: education – organization of workshops, meetings; production – promotional material,  What could help: media cooperation, cooperation of providers. PA Role The task of the municipality is to promote the education of users – all generations, beginning with kindergarten and elementary school. Bottleneck Lack of user interest, under-use of electric vehicles, lack of financial resources for the promotion of e-mobility. Expected results Improving user awareness of the importance of using e-mobility for better quality of life. Consequently, increasing the active participation of users. The expected result is also the establishment of a network of E-CS in the municipality and the Gorenjska region. Estimated cost Low/Medium-sized investments – up to 10,000 EUR / year (descriptive) Funding method Municipal budget, candidacy for state and European funds. Current state Not implemented Project life N/A Project planned N/A starting date Project Planned N/A conclusion Project localization The area of the municipality of Cerklje na Gorenjskem.

Work plan and The project is not yet in progress, so a work plan and a description of the activity cannot be activities description presented. Impact on e-mobility Raising information on e-mobility among vehicle users and residents. Raising the quality of life of citizens.

Impact on the Reducing emissions into the environment. environment

Economic impact In the short term, the investment for the municipality would mean cost and spending of budgetary funds. By obtaining subsidies, costs to the municipal budget could be reimbursed. In the longer term, the project has a positive impact on the improvement of the quality of living, which can be more costly in other areas of environmental protection for which the municipality is responsible for. Overall impact on the The project would improve the infrastructure for e-mobility throughout the municipality; territory accelerate the use of electrically powered vehicles. This would improve the quality of living in the municipality and raise the level of environmental protection. The project would help advertise the municipality as an environmentally friendly municipality. It would be easier to connect regionally with municipalities active in this field, sharing experiences with them – examples of good practice. This would create even greater inter-municipal and regional cooperation. Transferability Transferability as “good practice” could be possible for any municipality in Slovenia as well as in neighboring countries.

European Regional Development Fund

Report Pag. 153/217

Action Name Reinforce the electricity grid by cooperation of local, national public and private stakeholders Strategic Objective Reach an adequate territorial coverage for electric charging services Area of intervention Municipality Cerklje na Gorenjskem, Kranjska Gora and the entire Gorenjska Action Description Encourage active cooperation between all the main actors (municipalities, development agency BSC, electricity distributors, the Ministry of Infrastructure), and encourage them to actively resolve the situation in the field of basic energy infrastructure. The entire power grid is too weak and incompetent to set up a quality e-charging network. • Main features: to encourage activities on the side of all actors in order to solve the problem, • Main objectives: improvement of basic electrical infrastructure, • The main product: organization of meetings between all the main actors (municipalities, BSC development agency, electricity distributors, Ministry of Infrastructure), • What can help: the involvement of all actors. PA Role The task of the municipality is to encourage all actors to begin solving the problem. Bottleneck Lack of interest of all actors (municipalities, BSC development agency, electricity distributors, Ministry of Infrastructure). Expected results Improving the awareness of all stakeholders about the importance of providing a quality power grid. Consequently, it is expected to upgrade and modernize the electricity grid. Estimated cost Medium-sized investment – (descriptive) Funding method Municipal budget, candidacy for state and European funds, national Eco fund. Current state Not implemented Project life N/A Project planned N/A starting date Project Planned N/A conclusion Project localization The territory of the Municipality of Cerklje na Gorenjskem and the entire Gorenjska region.

Work plan and The project is not yet in progress, so we cannot present a work plan and a description of the activities description activity. Impact on e-mobility The basic prerequisite for successful e-mobility development and the installation of a high- quality e-mail network. Raising the quality of life of citizens.

Impact on the Reducing negative emissions into the environment. environment

Economic impact The project would have no significant economic impact on the municipal budget.

Overall impact on the The project would improve the infrastructure for e-mobility throughout the municipality; territory accelerate the use of electrically powered vehicles. This would improve the quality of living in the municipality and raise the level of environmental protection. The project would help advertise the municipality as an environmentally friendly municipality. It would be easier to connect regionally with municipalities active in this field, sharing experiences with them – examples of good practice. This would create even greater inter-municipal and regional European Regional Development Fund

Report Pag. 154/217 cooperation.

Transferability The possibility of transferring to other locations as a "good practice case" would be possible for any municipality in Slovenia as well as in neighboring countries.

Action Name Provision of infrastructure for public transport interchange, P&R systems, business zones, airport area Strategic Objective Integrate public transport and private transport Area of intervention The Municipality of Cerklje na Gorenjskem, the area of the business zone at the Ljubljana Jože Pučnik Airport and the areas of tourist development in the municipality. Action Description Given the envisaged rapid economic development in the area of Jože Pučnik Airport Ljubljana and the increasing tourist development of the entire municipality, the objective of the Občina Cerklje na Gorenjskme is to connect the public sector with the investors in this area to the best of their ability to recognize the benefits of investing in the construction of an e-mobile infrastructure, which would allow efficient use of vehicles for alternative propulsion sources. For example, the construction of a network of electric charging stations for e-cars in the area of the business zone at the Ljubljana Jože Pučnik Airport, intended for employees in the area as well as passengers and tourists arriving at the airport. In the coming years, the area will open approx. 2,000 new jobs, and the share of passengers carried at the airport is also increasing. • Main features: informing, raising awareness among investors in areas of economic and tourist development in the municipality, • Main objectives: reducing the number of transport vehicles on fossil fuels, improving air quality, • Main product: organization of meetings; elaboration – e-mobility development strategies in cooperation with investors and, consequently, investment of investors in the development of e-mobility, • What could be helpful: cooperation of the investor's area of economic and tourist development in the municipality. PA role The task of the municipality is to encourage cooperation with investors. Help develop e- mobility development strategy in areas of greater economic and tourist development. Bottleneck Lack of investor interest, insufficient use of electric vehicles, lack of financial resources for the promotion of e-mobility. Expected results Improving the awareness of investors about the importance of using e-mobility for our better quality of life. Consequently, the increase in active cooperation between the municipality and investors. The expected result is also the establishment of a network of e- charging stations in the area of Jože Pučnik Airport Ljubljana and in tourist development areas. Estimated cost Large investments – (descriptive) Funding method It is anticipated that investors in these areas will join the construction of e-mobility infrastructure, and candidates for European funding are also likely. Current state Not implemented Project life N/A Project planned N/A starting date Project Planned N/A

European Regional Development Fund

Report Pag. 155/217 conclusion Project localization The area of the Municipality of Cerklje na Gorenjskem – the area of Jože Pučnik Airport Ljubljana and other areas of tourist development in the municipality. Work plan and The project is not yet in progress, so we cannot present a work plan and a description of the activities description activity. Impact on e-mobility Increasing the use of means of transport on alternative power sources. Raising the quality of life of citizens. Impact on the Reducing negative emissions into the environment. environment Economic impact Great economic impact. It is envisaged to involve investors in the area. Overall impact on the The project would improve the infrastructure for e-mobility throughout the municipality; territory accelerate the use of electrically powered vehicles. This would improve the quality of living in the municipality and raise the level of environmental protection. The project would help advertise the municipality as an environmentally friendly municipality. It would be easier to connect regionally with municipalities active in this field, sharing experiences with them – examples of good practice. This would create even greater inter-municipal and regional cooperation. Transferability The possibility of transferring to other transfer locations as a “good practice case” could be for any municipality in Slovenia as well as in neighboring countries.

Action Name Increase in number of E-CS on the public parking areas Strategic Objective Reach an adequate territorial coverage for electric charging services Area of intervention Municipality Kranj Action Description  Gaining Eco fund subvention, cooperation with private business entity for ground works, installation of E-CS and connection to the grid, preparing legal basis for externalization of the E-CS management of operation and business model and taking care for the operational costs (consumption of electricity),  Transition to environmentally friendly transport, reaching an adequate territorial coverage for electric charging services, improving air quality,  E-CS on the public areas,  What could help: national, EU and other subventions, cooperation among equipment providers, media and promotional material. PA Role Municipal administration will be a facilitator of the action according to the available financial incentives. According to the municipal and national strategic objectives the municipality need to support a decrease of CO2 and PM10 particles and all other negative influences causing greenhouse gasses, reducing a dependence on fossil fuels. Bottleneck Lack of financial resources. Expected results  Increase in the interest of purchasing e-vehicles,  Increased transport connectivity,  Following the EU trend,  Purchase of the EU standardized E-CS,  E-charging of vehicles of transit and other guests,  Development of business and jobs in the area of e-mobility. Estimated cost 5,000 EUR per E-CS, the number of E-CS is partially depending of the national subvention capacity per municipality, partially on the emerging needs.

European Regional Development Fund

Report Pag. 156/217 Funding method  60% EU funds,  20% national funds,  Max 20% of own municipal funds. Current state partially implemented Project life Permanent activity, medium and long term time frame Project planned Permanent activity, not specifically defined starting date Project Planned Not defined conclusion Project localization Municipality Kranj Work plan and n/a activities description Impact on e-mobility  Implementing the environmental paradigm and commitments,  Raising the quality of life,  Increasing awareness of e-mobility and changing behavioural habits among vehicle users and residents. Impact on the  Reducing emissions in the environment, environment  Reducing environmental pollution (emissions).

Economic impact  Business development,  New jobs,  Increased efficiency of renewable sources of energy,  Development of new technologies,  Increased use of IT. Overall impact on the Improving the quality of the environment, in particular air quality. Protecting sensitive territory ecosystem, which is part of a wider space. In Europe and the world, we are increasingly realising that the consequences of excessive use of fossil fuel means increase in the temperature of the earth's surface, increase in the proportion of CO2, and emit of other emissions into the air. Transferability Entire administration unit of Kranj, once municipality of Kranj and other neighboring municipalities.

Action Name Transit of vehicles for public passenger road transport, public and private business fleets into electric ones or run on other alternative fuels

Strategic Objective Integrate public transport and private transport Area of intervention Municipality Kranj Action Description  Gaining financial subvention, cooperation with private business entities for the purchase of vehicles on alternative fuel (e-vehicles, hybrids, LNG …),  Transition to environmentally friendly transport, improving air quality,  Purchase of vehicles for municipal organizations and businesses,  What could help: national, EU and other subventions, cooperation among equipment providers, media and promotional material. PA Role Municipal administration will be a facilitator of the action according to the available financial incentives. According to the municipal and national strategic objectives the municipality need to support a decrease of CO2 and PM10 particles and all other negative European Regional Development Fund

Report Pag. 157/217 influences causing greenhouse gasses, reducing a dependence on fossil fuels. According to international commitment the municipality has to strive to reduce usage of personal vehicles, increasing the usage of public transport. Bottleneck Lack of financial resources. Expected results  Increase in the interest of purchasing e-vehicles,  Increased transport connectivity,  Following the EU trend,  E-charging of vehicles of transit and other guests,  Development of business and jobs in the area of e-mobility. Estimated cost 30.000 EUR for the purchase of environmentally friendly vehicles for the public service use Funding method - 60% EU funds, - 20% national funds, - Max 20% of own municipal funds. Current state partially implemented Project life Permanent activity, medium and long term time frame Project planned Permanent activity, not specifically defined starting date Project Planned Not defined conclusion Project localization Municipality Kranj Work plan and N/A activities description Impact on e-mobility  Implementing the environmental paradigm and commitments,  Raising the quality of life,  Increasing awareness of e-mobility and changing behavioural habits among vehicle users and residents. Impact on the  Reducing emissions in the environment, environment  Reducing environmental pollution (car waste).

Economic impact  Business development,  New jobs,  Increased efficiency of renewable sources of energy,  Development of new technologies,  Increased use of IT,  Increase of offer influences decrease of vehicles maintenance costs. Overall impact on the Improving the quality of the environment, in particular air quality. Protecting sensitive territory ecosystem, which is part of a wider space. In Europe and the world, we are increasingly realising that the consequences of excessive use of fossil fuel means increase in the temperature of the earth's surface, increase in the proportion of CO2, and emit of other emissions into the air. Transferability Entire administration unit of Kranj, once municipality of Kranj and other neighbouring municipalities.

Action Name Increase in number of E-CS on the parking areas Strategic Objective Reach adequate territorial coverage for electric charging services Area of intervention Municipality Kranjska Gora

European Regional Development Fund

Report Pag. 158/217 Action Description The Municipality of Kranjska Gora acts a planner and investor in e-charging stations in public places, and around public facilities: • Main features: applying to the Eco Fund funding, setting up E-CS, defining location, cooperation with electricity distributer, defining business plan, investing in constructional works, • Main goals: provision of the charging infrastructure for users of e-vehicles to promote e- mobility, target air and noise pollution and start with transition to mobility on alternative fuels, • The main product: the installation of 2 E-CS for electric cars, • What could help: cooperation with electricity distributors, co-financing from state or European funds. PA Role Providing land for the setting up E-CSs, preparation of investment and project documentation, candidacy for the state funds, implementation of the installation of E-CSs. Bottleneck Insufficient basic grid infrastructure. In the municipality of Kranjska Gora there is a weak electricity network, which would need to be updated and upgraded to meet the needs of a network quality of E-CS. Expected results  Increased territorial coverage for e-charging service,  Increased interoperable regional network of E-CS ,  Promotion of e-mobility, especially since the e-charging service will be free of charge,  In the long run improvement of air quality and noise reduction. Estimated cost 20,000 EUR Funding method Municipal budget, acquired funds obtained from the eco-fund Current state The project is completed (two E-CS with four charging sockets and the possibility of charge electric bikes) Project life N/A Project planned Finished starting date Project Planned Finished conclusion Project localization The E-CSs were installed in Kranjska Gora on the parking lot at the bus station and in Mojstrana near the Slovenian Mountain Museum. Work plan and The project is over. In the future, we plan to install e-charging stations in other settlements - activities description villages where the number of inhabitants is smaller. Impact on e-mobility Improving the E-CS network, the E-CS are interoperable, the operator is Gorenjske elektrarne. Impact on the Reducing emissions into the environment. environment Economic impact The project will have no significant economic impact on the municipal budget.

Overall impact on the The project improves the e-mobility infrastructure and enables the use of electrically territory powered vehicles. This improves the quality of living in the municipality and raises the level of environmental protection. The project has an impact on the advertising of the municipality as an environmentally friendly municipality. In the future, the municipality will more easily connect with the municipalities that are actively working in this field and exchange experiences with them - examples of good practice. Transferability The possibility of transfer to other transfer locations as a “good practice case” would be

European Regional Development Fund

Report Pag. 159/217 possible for any municipality in Slovenia as well as in neighboring cross-border municipalities.

Action Name Increase in number of E-CS on the public parking areas Strategic Objective Reach an adequate territorial coverage for electric charging services Area of intervention Municipality Bled Action Description The action includes setup of 10 new E-CS in the municipality:  Delivery,  Installation,  Connection to the grid,  Starting the operation,  Cooperation with private company. PA Role  Investor: financing the costs of construction works, electricity installation and connection to the grid and covering the costs of the electricity usage. (Management will be handed over to Petrol),  Municipality owns public space,  Project application to Eco Fund (installation and commissioning of 10 electric charging stations on public areas),  Coordination of the project,  Draftsman of business model,  Responsible for marking of parking spaces with appropriate vertical signalization and floor markings,  Contractor with private company, in case the E-CS is situated on a private land. Bottleneck N/A Expected results  Increased territorial coverage for e-charging service,  Increased interoperable regional network of E-CS,  Promotion of e-mobility, especially since the e-charging service will be free of charge,  In the long run improvement of air quality and noise reduction.

Estimated cost Contract value – for the supply, installation and commissioning of 10 charging stations = EUR 43,000 with VAT, construction and electrical work are not included. Funding method Municipal, co-financing of EUR 30,000 by the Eco Fund Current state To be completed, last phase Project life 11 months Project planned starting date November 2017 Project Planned September 2018 conclusion Project localization New station locations: 1. Hotel Triglav 1 E-CS 2. Hotel Ribno1 E-CS 3. Ledena dvorana Bled 1 E-CS 4. Hotel Jelovica 2 E-CSs 6. Triglav flower Bled 1 E-CS 7. Jezerska promenade 1 E-CS 8. 3 E-CSs

European Regional Development Fund

Report Pag. 160/217 https://www.google.si/maps/@46.3597082,14.1009844,15z/data=!3m1!4b1!4m2!6m1!1s1Y Py7N8Hpfx2IdxSiW_xpcuZpWY_vvcUP?hl=sl Work plan and activities description Non existing Impact on e-mobility High. The critical mass of e-vehicles is missing. Impact on the The impact on the environment will be high when e-vehicles will replace vehicles on diesel environment or gasoline. Municipality of Bled is a highly touristic destination with tourist congestions in high season causing traffic congestions in the center of the city and its urban arterial roads. Noise pollution and quality of air would improve. Economic impact The economic impact is going to be negative in short term, on the account of the Municipality (large costs in construction and electro works, pay for electricity, insofar as the system will be free, used for the promotional effect …). Spillover effects are possible for the territory since this might attract new kind of visitors supporting local economy. Overall impact on the This action is increasing territorial coverage with interoperable E-CS services and has a territory promotional effect of a green destination.

Transferability This action can be transferred in any of municipalities in Gorenjska region and beyond.

Action Name Increase in number of E-CS on the public parking areas Strategic Objective Reach an adequate territorial coverage for electric charging services Area of intervention Municipality Bled Action Description The action includes setup of 1 new E-CS in the municipality:  Delivery,  Installation,  Connection to the grid,  Starting the operation,  Cooperation with private company. PA Role  Investor: financing the costs of construction works, electricity installation and connection to the grid and covering the costs of the electricity usage,  Municipality holds the ownership of the public space,  Project application to Eco Fund, second annual call (installation and commissioning of 1 electric charging stations on public areas),  Coordination of the project,  Draftsman of business model,  Responsible for marking of parking spaces with appropriate vertical signalization and floor markings,  Contractor with private company, in case the E-CS is situated on a private land. Bottleneck N/A Expected results  Increased territorial coverage for e-charging service,  Increased interoperable regional network of E-CS,  Promotion of e-mobility, especially since the e-charging service will be free of charge,  In the long run improvement of air quality and noise reduction. Estimated cost Predicted value – for the supply, installation and commissioning of 1 charging stations = EUR 4,300 with VAT, construction and electrical work are not included. Funding method Municipal, co-financing of EUR 3,000 by the Eco Fund European Regional Development Fund

Report Pag. 161/217 Current state Not implemented, starting phase – planning Project life N/A Project planned N/A starting date Project Planned N/A conclusion Project localization New station locations:  Kindergarten Bled

https://www.google.si/maps/@46.3597082,14.1009844,15z/data=!3m1!4b1!4m2!6m1!1s1Y Py7N8Hpfx2IdxSiW_xpcuZpWY_vvcUP?hl=sl Work plan and Non existing activities description Impact on e-mobility High. The critical mass of e-vehicles is missing.

Impact on the The impact on the environment will be high when e-vehicles will replace vehicles on diesel environment or gasoline. In this case the accumulation of the number of E-CS builds environmental impact.

Economic impact The economic impact is going to be negative in short term, on the account of the Municipality (large costs in construction and electro works, pay for electricity, insofar as the system will be free, used for the promotional effect …).

Overall impact on the This action is increasing territorial coverage with interoperable E-CS services and has a territory promotional effect of a green destination.

Transferability This action can be transferred in any of municipalities in Gorenjska region and beyond.

Action Name Increase in number of E-CS on the public parking areas Strategic Objective Reach an adequate territorial coverage for electric charging services Area of intervention Municipality Bled Action Description The action includes setup of 2 new E-CS in the municipality:  Delivery,  Installation,  Connection to the grid,  Starting the operation,  Cooperation with private company. PA Role  Municipality holds the ownership of the public space,  Contractor with private company, in case the E-CS is situated on a private land. Bottleneck N/A Expected results  Increased territorial coverage for e-charging service,  Increased interoperable regional network of E-CS,  Promotion of e-mobility,  In the long run improvement of air quality and noise reduction. Estimated cost N/A Funding method The investor is a private company Petrol JSC Current state Not implemented, starting phase European Regional Development Fund

Report Pag. 162/217 Project life N/A Project planned starting date In the second half of the 2018 Project Planned The end of 2018 conclusion Project localization  New Petrol service station 1  New Petrol service station 2

https://www.google.si/maps/@46.3597082,14.1009844,15z/data=!3m1!4b1!4m2!6m1!1s1Y Py7N8Hpfx2IdxSiW_xpcuZpWY_vvcUP?hl=sl Work plan and Non existing activities description Impact on e-mobility High from the aspect of accumulation of E-CS service provision.

Impact on the The impact on the environment will be high when e-vehicles will replace vehicles on diesel environment or gasoline. In this case the accumulation of the number of E-CS builds environmental impact. Economic impact The economic impact is going to be positive on the long run, since service will be upon payment.

Overall impact on the This action is increasing territorial coverage with interoperable E-CS services and has a territory promotional effect of a green destination.

Transferability This action can be transferred in any of municipalities in Gorenjska region and beyond.

Action Name Increase in number of E-CS on the public parking areas Strategic Objective Reach an adequate territorial coverage for electric charging services Area of intervention Municipality Žirovnica Action Description The action includes setup of 1 new E-CS in the municipal parking lot:  Delivery,  Installation,  Connection to the grid,  Starting the operation,  Cooperation with private company. PA Role Municipalities are owners of public spaces, Eco Fund applicants, coordinators responsible for preparing business models, mark parking spaces with appropriate vertical signalization and floor markings, are contractors with private persons, if they are electronic billing stations on private land and are payers for establishing system (network connection, construction work). Management is passed on to E-CS. Bottleneck Providing the necessary financial resources. Expected results Establishment of a network of E-CS in Slovenia that are compatible with the European network  Increased territorial coverage for e-charging service,  Increased interoperable regional network of E-CS,  Promotion of e-mobility,  In the long run improvement of air quality and noise reduction.

Estimated cost 5,000 EUR for E-CS, other costs: infrastructural works, connection to the grid are not cost European Regional Development Fund

Report Pag. 163/217 evaluated. Funding method There is an assumption that the Municipality itself will finance the installation of an E-CS. Current state Not yet implemented. Project life From March to September 2019 Project planned Spring 2019 starting date Project Planned Fall 2019 conclusion Project localization By the public parking lot in Završnica.

Work plan and activities description Not yet elaborated. Impact on e-mobility Since this will be the 2nd E-CS in the municipality the impact according to the demand at this stage is small, however it is high in terms of giving the signal of future mobility, vision, to people and promoting e-mobility and higher quality of life. Impact on the Ensuring the highest level of sustainable transport and reducing the negative impacts of environment transport on the environment, and thus the development of the Završnica valley in terms of sustainable development of the Završnice as a starting point for hiking, biking and mountaineering Economic impact Medium and long term:  Greater utilization of renewable energy sources,  Development of new technologies, greater use of IT,  Lower maintenance costs for vehicles. Overall impact on the There is a public parking lot in the Završnice valley area, and the entire arrangement of territory tourist and recreational areas is foreseen for this area. Since the car park is very busy (especially at the end of the week), the location for the E-CS installation is carefully selected. Transferability To the entire Gorenjska region.

Action Name Increase in number of E-CS on the public parking areas Strategic Objective Reach an adequate territorial coverage for electric charging services Area of intervention Municipality Žiri Action Description The action includes setup of 1 or 2 new E-CS in the municipality:  Delivery,  Installation,  Connection to the grid,  Starting the operation,  Cooperation with private company if possible. PA Role  Investor: financing the costs of construction works, electricity installation and European Regional Development Fund

Report Pag. 164/217 connection to the grid and covering the costs of the electricity usage,  Municipality owns public space,  Coordination of the project,  Responsible for marking of parking spaces with appropriate vertical signalization and floor markings. Bottleneck N/A Expected results  Increased interoperable regional network of E-CS,  Promotion of e-mobility, especially since the e-charging service will be free of charge,  In the long run improvement of air quality and noise reduction. Estimated cost Average cost of installing one E-CS station Funding method Municipal, co-financing by the Eco Fund or other sources Current state Not implemented Project life N/A Project planned 2020 or 2021 starting date Project Planned 2022 conclusion Project localization  New station locations: 1. Parking place in city center 2. Parking place in Postotnik (camping place) Work plan and Non existing activities description Impact on e-mobility High. The critical mass of e-vehicles is missing.

Impact on the No big environmental impact in our case but more promotional. environment Economic impact The economic impact is going to be negative in short term, on the account of the Municipality (large costs in construction and electro works, pay for electricity, insofar as the system will be free, used for the promotional effect …). Spillover effects are possible for the territory since this might attract new kind of visitors supporting local economy. Overall impact on the This action is increasing territorial coverage with interoperable E-CS services and has a territory promotional effect of a green destination.

Transferability This action can be transferred in any of municipalities in Gorenjska region and beyond.

Action Name Facilitate contacts between PAs and stakeholders (companies, private investors, private citizens …) Strategic Objective Promotion of e-mobility Area of intervention Municipality of Jesenice, Radovljica and Bohinj Action Description Municipality as the main coordinator between providers and users of e-mobility  Key features: informing, raising awareness and educating users about e-mobility,  Main objectives: reducing the number of means of transport on fossil fuels, improving air quality,  Main product: pilot e-charging on public areas,  What could be helpful: necessary tools: media, promotional material, cooperation between equipment providers and -e-vehicles.

European Regional Development Fund

Report Pag. 165/217 PA Role On the basis of information and data on priority e-mobility and interoperability, the public administration (municipality) carries out the continuous task of informing and educating users about the use and positive effects, and the accessibility to equipment and means of transport, as well as on the effects of e-mobility long term. Bottleneck Lack of funds for implementing measures and ignorance of the benefits of e-mobility Expected results Establishment of a network of E-CS in Slovenia that are compatible with the European network; Development and investment of companies in the field of e-mobility

Estimated cost 10,000 EUR / annually / municipality Funding method This is a European orientation; therefore the funds should come from European sources. Current state Not implemented Project life Permanent activity – long-term Project planned N/A starting date Project Planned N/A conclusion Project localization The area of the Municipality of Jesenice and neighboring municipalities (Kranjska Gora, Gorje, Žirovnica) – the municipalities are part of the Alpine region. Alpine region. Work plan and N/A activities description Impact on e-mobility Raising awareness of e-mobility among vehicle users and inhabitants of the Alpine region. Raising quality of life.

Impact on the Reducing emissions into the environment environment Reduction of environmental pollution (emissions, waste vehicles) Economic impact Greater utilization of renewable energy sources Development of new technologies, increased use of IT Lower maintenance costs for vehicles

Overall impact on the The municipality of Jesenice lies on the edge of the Triglav National Park, which is part of territory the Alpine space. Also, the Karavanke divides the area with the Austrian Carinthia, and with the neighborhood, the municipality of Kranjska Gora is connected with Zgornjesavko, we come to Italy. The entire direct 100 km zone is part of the European alpine space, for which it is essential to adopt a sustainability plan to protect this sensitive ecosystem, which is increasingly condensed with the consequences of the excessive use of fossil fuel vehicles.

The municipality of Bohinj lies in the Triglav National Park, which is part of the Alpine space, for which it is essential to adopt a sustainability plan to protect this sensitive ecosystem, which is increasingly condensed with the consequences of the excessive use of fossil fuel vehicles. Municipality of Bohinj is also partner of Alpine Pearls, an association of 25 Alpine destination that invite guests to spend their vacation without their vehicles and by using the sustainable mobility options offered at every destination. Transferability The whole western part of Carinthia and the northeastern part of Italy - the border regions with Gorenjska.

Action Name Facilitate acquisition of financial incentives supporting municipal actions in diffusion of e-

European Regional Development Fund

Report Pag. 166/217 mobility. Strategic Objective Provide support to the local PA (municipalities) Area of intervention Municipalities of Gorenjska region Action Description RDA of Gorenjska, BSC, Ltd, Kranj as a facilitator of regional development:  Key features: preparing and gaining projects funded by European and national funds,  Main objectives: diffusing interoperable E-CS network and use of e-vehicles and vehicles on other alternative fuels,  Main product: municipal engagement in diffusion of interoperable E-CS networks and higher percentage of e-vehicles for private and public use,  What could be helpful: cooperation with national and regional stakeholders and with European partnership networks; continuation of European co-financing mechanisms, programs. PA Role The role of PAs is to be open for cooperation, supporting activities of RDA Gorenjska. Bottleneck Lack of funds for implementing measures and ignorance of the benefits of e-mobility. High competitiveness when gaining projects on the European level. Expected results Meeting the regional needs (municipal needs), improving and filling in the development gaps regarding interoperable E-CS network, lack of e-vehicles for public transportation and business use, infrastructural investments for establishment of sustainable transportation. Estimated cost Descriptive overall – high cost estimation Funding method European and national financial resources. In some cases for medium and small sized projects municipal budget. Current state Implementation is ongoing by several projects like e-MOTICON, e-MOPOLI, LEAG. Project life Permanent activity – long-term Project planned It depends on different implementation or preparation phases. In terms of period: 2014– starting date 2020 and for 2021–2027 Project Planned It depends on different implementation or preparation phases. In terms of period: 2014– conclusion 2020 and for 2021–2030 Project localization Gorenjska region and spillover affected other areas.

Work plan and Application forms, Regional Development Plan of Gorenjska, strategic documents as activities description Action Plan for diffusion of e-mobility infrastructure and e-mobility and other planning documents. Impact on e-mobility High in terms of final results – diffusion of e-mobility infrastructure, setting up E-CS interoperability, motivating public authorities to invest in e-mobility infrastructure, promoting e-mobility, increasing success rate of achieving national objectives for e- mobility. Impact on the Reducing emissions into the environment, reduction of environmental pollution (emissions, environment waste vehicles, noise).

Economic impact Supporting economic development in the region by gaining non-refundable financial resources means direct and indirect effects on economic entities strengthening market position, increasing competitiveness and innovation capacity, business networking.

Overall impact on the Reduction of development discrepancy for diffusion of e-mobility between different regions territory in Slovenian and abroad. Transferability Is possible to other municipalities, Slovenian regions and beyond.

European Regional Development Fund

Report Pag. 167/217 Action Name Building knowledge capacity concerning E-CS infrastructure, operation and e-mobility Strategic Objective Provide support to the local PA (municipalities) Area of intervention Municipalities of Gorenjska region Action Description RDA of Gorenjska, BSC, Ltd, Kranj as a facilitator of regional development:  Key features: informing, raising awareness and educating public administration about E- CS infrastructure, operation and e-mobility,  Main objectives: raising knowledge capacity of public administration for them to be empowered for policy making and implementation of measures and promotion of e- mobility,  Main product: increased knowledge capacity of public administration,  What could be helpful: e-HUB Gorenjska (http://e-mobilitygorenjska.si/), cooperation with all e-mobility stakeholders and network abroad, engagement of municipalities. PA Role Engagement of municipalities, support and information exchange. Bottleneck Lack of time and funds for implementing activity long term, lack engagement of stakeholders. Expected results Increased awareness, behavioral change, increased knowledge capacity, strengthened consensus and cooperation. Improved capacity of public administration in promoting e- mobility. Estimated cost 10,000 EUR / annually, can be more or less depending on activity, project or other sources of funding. Funding method EU funds, municipal funding. Current state Implementation in progress by e-MOTICON activities: on-line trainings, workshops, meetings, e-HUB platform (http://e-mobilitygorenjska.si/), promotional activities etc. Project life Permanent activity – long-term Project planned Already started in November 2016 starting date Project Planned Possibly in 2030 conclusion Project localization Gorenjska region Work plan and Work plan is defined by project application form e-MOTICON and other projects on the activities description topic and by this specific document under the chapter Communication strategy. Impact on e-mobility Higher awareness and promotion of e-mobility. Impact on the Spillover effects, indirect impact on promotion of healthy environment and therefor higher environment quality of life.

Economic impact Indirect impact, chain reaction of raising the awareness and changing behavior of citizens, increased investments in e-mobility.

Overall impact on the Faster implementation of e-mobility infrastructure, increased investments in e-vehicles - territory higher development in the area of e-mobility.

Transferability Transferable as a good practice to different territories.

Action Name Support and initiate creation of national informational platform for e-charging infrastructure under the management and control of the national public body Strategic Objective Make the information on the charging network available to regional and transnational users Area of intervention Gorenjska region European Regional Development Fund

Report Pag. 168/217 Action Description Gorenjske elektrarne, RDA of Gorenjska, BSC, Ltd, Kranj as a facilitator of regional development for e-mobility infrastructure:  Key features: organizing meeting with the national responsible body, presenting the issue, presenting the idea and the feasibility plan,  Main objectives: provision of standardized up-to date information to domestic and foreign users and for the statistical analysis and for the promotion of the development of the country in terms of e-mobility infrastructure and regulation,  Main product: bi-lingual national informational platform for E-CS infrastructure, providing data on localization, type, technical features, operation status, payment options and operator to the user; additional data provision on request: year of establishment, interoperability status, e-roaming status, owner,  What could be helpful: commitment of national authorities to establish such a platform and EU funds. PA Role Engagement and commitment of national public authorities to implement this idea. Bottleneck Lack of interest of national authorities and funds for implementing activity. Expected results Increased awareness, promotion, research capacity, initiating behavioral change in users of e-vehicles by providing up-to date information on E-CS network, strengthened consensus and cooperation of electricity providers and E-CS network operators. Improved capacity of municipalities in promoting e-mobility. Estimated cost N/A Funding method Activity co-funded by EU funds, RDA of Gorenjska BSC, Ltd, Kranj and GEK Current state Initiation of idea Project life 2018–2019 Project planned May 2018 starting date Project Planned April 2019 conclusion Project localization Slovenia

Work plan and  May 2018 meeting with GEK and initiation of the idea upon the identified problematic activities description of several informational platforms providing omitted data,  19. 9. 2018 introduction of the idea to the regional stakeholders and policy makers on the working meeting in Jesenice (Gaining approval and support),  October 2018 meeting with GEK to define next steps,  November 2018–January 2019 meeting with national authorities,  January–March 2019 lobbying the idea,  April 2019 verification and evaluation of the action outcome and dissemination of the result among stakeholders.

Impact on e-mobility Higher awareness and promotion of e-mobility nationally and abroad, raised monitoring, analysis and research capacity. Impact on the Indirect impact – attracting tourists with e-vehicles. environment

Economic impact Indirect impact, chain reaction of raising the awareness and changing behavior of citizens, increased investments in e-mobility.

Overall impact on the Improved monitoring of the established E-CS networks, increased awareness nationally and territory abroad, increased promotional capacity for e-mobility infrastructure.

European Regional Development Fund

Report Pag. 169/217 Transferability Transferable as a good practice to different countries.

Action Name Utilize regional RDA of Gorenjska e-HUB platform for mapping Strategic Objective Make the information on the charging network available to regional and transnational users Area of intervention Gorenjska region Action Description Gorenjske elektrarne, RDA of Gorenjska, BSC, Ltd, Kranj as a facilitator of regional development for e-mobility infrastructure:  Key features: BSC, Ltd, Kranj established e-HUB on-line e-mobility website with a map of E-CS, Gorenjske elektrarne provided the map to be imbedded in the website and is in cooperation with Elektrarne Ljubljana updating the map,  Main objectives: provision of information to domestic and foreign users on E-CS infrastructure in Gorenjska, operation and technical data, for the promotion of E-CS installed by and operated by Gorenjske elektrarne and Elektrarne Ljubljana,  Main product: bi-lingual informational map of E-CS infrastructure imbedded in the regional e-mobility website,  What could be helpful: engagement of GEK and RDA Gorenjska and municipalities. PA Role When municipalities are choosing GEK to be the operator of their E-CS then the map is updated and information for users open to the general public. Bottleneck If municipality is choosing another operator then the information about E-CS are not in provided and openly shared, or are omitted to the point of the information about the localization. Expected results Increased awareness, promotion, initiating behavioral change in users of e-vehicles by providing up-to date information on E-CS network, strengthened consensus and cooperation of electricity providers and E-CS network operators. Improved capacity of municipalities in promoting e-mobility. Estimated cost The cost for web design and domain was 1300 EUR, plus the labor costs of coordination and cooperation for the structure and design of the website, visual content, content preparation, updating. The labor cost is permanent. Every year the domain will need to be paid. Funding method Activity co-funded by EU funds – Alpine Space programme, e-MOTICON project and by RDA of Gorenjska BSC, Ltd, Kranj Current state Website established activity of the web up-keep active. Project life From May 2018 on Project planned May 2018 starting date Project Planned N/A conclusion Project localization Slovenia and abroad, since the website is bilingual Work plan and 11. 2017 a public procurement for the website design was executed activities description 12. 2017 contract signed with external expert 12. 2017–6. 2018 preparation of the website with external and learning how to manage it, cooperation with GEK for the E-CS infrastructure informational map. 6. 2018 the website was launched and in operation

Impact on e-mobility Higher awareness and promotion of e-mobility nationally and abroad. The website provides several maps, also from other countries and globally.

European Regional Development Fund

Report Pag. 170/217 Impact on the Indirect impact – attracting users and potential users of e-vehicles. environment Economic impact Indirect impact, chain reaction of raising the awareness and promoting E-CS infrastructure. Overall impact on the Improved monitoring of the established E-CS networks, increased awareness nationally and territory abroad, increased promotional capacity for e-mobility infrastructure.

Transferability Transferable as a good practice to different countries.

Action Name Support and initiate actions creating interoperable networks Strategic Objective Achieve complete interoperability of electric charging services Area of intervention Gorenjska region Action Description RDA of Gorenjska, BSC, Ltd, Kranj as a facilitator of regional development for e-mobility infrastructure:  Key features: BSC, Ltd, Kranj gained European funds to initiate action creating interoperable E-CS networks as a pilot action, contracted GEK to execute the action and further diffuse the network using the software tool for interoperability,  Main objectives: creating interoperable network of E-CS in Gorenjska region, raise awareness among PAs, implement the standard,  Main product: Interoperable E-CS network in Gorenjska region,  What could be helpful: engagement of GEK and RDA Gorenjska and municipalities. PA Role When municipalities are choosing GEK to be the operator of their E-CS then the new E-CS are interoperable and included in the network promoted openly on the informational map. Bottleneck If municipality is choosing another operator then the information about E-CSs are not promoted openly to general public. They are differences in business models between different operators regarding promotion and connectivity of networks. Expected results Improved managerial and marketing capacity, monitoring, increased planning capacity for the future investments in E-CS infrastructure and management. Increased quality of service for the user. Estimated cost 24,000 EUR external cost and 9,000 EUR BSC, Ltd, Kranj labor cost Funding method Activity co-funded by EU funds – Alpine Space programme, e-MOTICON project and by RDA of Gorenjska BSC, Ltd, Kranj Current state Pilot action completed testing; activity of spreading the interoperable E-CS network across Gorenjska region in progress (raising). Project life From November 2016 on Project planned From November 2016 starting date Project Planned Pilot action (testing) officially concluded in June 2018, the cooperation and monitoring is conclusion still on going. Sustainable cooperation is predicted. Project localization Gorenjska region, prospects for extension Work plan and Project started 1. 11. 2016 activities description Public procurement done March 2017 Contract signed with external expert in March 2017 Pilot action was planned to start: 1st Pilot Period, 5–6 2017:  Establishment of a back office for managing min 10 e-bottles.

2nd Pilot Period, 7–12 2017: European Regional Development Fund

Report Pag. 171/217  preparation of SWOT analysis on interoperability of E-CS infrastructure,  meetings with municipalities and experts / decision makers in the field of e-charging infrastructure and management,  testing the back office to manage and monitor usage,  exchange of knowledge at transnational level,  addressing interoperable systems and e-roaming.

3rd pilot period, 1-6 2018: • exchange of knowledge at transnational level, • transnational handling of interoperability and e-roaming, • testing the back office to manage and monitor usage, • cooperation with municipalities, presentation of back office and results, • preparation of a report of testing the back office for managing E-CS.

End of the project June 30, 2019. Impact on e-mobility Improved services for users, increased capacity for operating E-CS network, marketing; growth on interoperable E-CS network, possible e-roaming etc. Impact on the Indirect impact – attracting users and potential users of e-vehicles, increasing quality of environment service.

Economic impact Strengthening, increasing economic capacity of the Region and business entities in it.

Overall impact on the Established interoperable E-CS network in Gorenjska region means enabling the quality territory service of charging e-vehicles for all and thus supporting transition to environmentally friendlier mobility. Transferability Transferable as a good practice to different territories.

Action Name Initiate and support installation of E-CS according to EU standards enabling interoperable connection Strategic Objective Achieve complete interoperability of electric charging services Area of intervention Gorenjska region Action Description RDA of Gorenjska, BSC, Ltd, Kranj as a facilitator of regional development for e-mobility infrastructure:  Key features: BSC, Ltd, Kranj gained European funds to initiate action for homogeneous development of e-mobility, deploying within the partners’ consortium an innovative transnational strategy of integration among spatial planning, innovative business models and technologies, sustainable mobility patterns, energy efficiency instruments and policies enabling wider network of interoperable E-CS by European standards and implementing it into the regional action plan for e-mobility infrastructure;  Main objectives: creating interoperable network of E-CS in Gorenjska region, raise awareness among PAs, implement the EU standard;  Main product: policy documents: Gorenjska regional action plan for e-mobility infrastructure and e-mobility, Transnational Strategy, White book, Guidelines;  What could be helpful: engagement of municipalities, electro distributers and other e- mobility stakeholders, transnational partnership consortium. PA Role Engagement, support and contribution Bottleneck Lack of time and interest in engagement and contribution of inputs, unwillingness to

European Regional Development Fund

Report Pag. 172/217 consider implementation of E-CSs. Expected results Improved capacity of policy making, improved PAs capacity on E-CS planning, cooperation, increased knowledge, enhanced consensus, increased motivation for implementation of necessary actions for e-mobility. Estimated cost 150,499.55 EUR total budget Funding method Activity co-funded by EU funds 85% – Alpine Space programme, e-MOTICON project and by RDA of Gorenjska BSC, Ltd, Kranj Current state Still running Project life 32 months Project planned November 1, 2016 starting date Project Planned June 30, 2019 conclusion Project localization Gorenjska region, Alpine space

Work plan and Working plan for this project has been divided in 6 monthly periods of implementation, activities description each period dedicated to specified actions described in the project document. Impact on e-mobility High in terms of improving diffusion of e-mobility infrastructure and policies across Alpine space area, raising awareness, knowledge capacity and motivation of PAs. Impact on the Indirect impact – attracting users and potential users of e-vehicles to get to the critical mass environment when the impact on the environment will be measurable.

Economic impact Strengthening, increasing economic capacity of the Region and business entities, improving capacity of PAs to support regional economy.

Overall impact on the Increasing capacity of e-mobility infrastructure. territory

Transferability Transferable as a good practice to different territories.

European Regional Development Fund

Report Pag. 173/217 Appendix 2: Prioritization index (Gorenjska Region)

European Regional Development Fund

Report Pag. 174/217 Appendix 3: Goriška Region action tables

Activity 1. Identifying locations for interoperable E-CSs

Strategic objective Reach an adequate territorial coverage with E-CSs

Field of intervention Coverage of the area with E-CSs A plan for the development of charging infrastructure needs to be elaborated. Implementation of this measure will determine the basic starting points for the design of the charging stations network.

The plan will define: - the method of determining the desired density of charging stations in the region, which will take into account users' needs (density of stations according to the number of users of EVs and the distance between stations) and the current state and plans for the development of the distribution network; - the method of determining micro locations for the installation of charging stations, while enforcing the principles of rationality and efficiency of the use of space, safe placement of stations in order to ensure safety of pedestrians and cyclists, and minimizing interventions in existing traffic arrangements; Description - criteria for construction of charging stations on different types of surfaces; - basic technical and design characteristics of charging stations, which will ensure safe operation, adapted to the requirements of users and will enhance the recognition of the e-mobility brand in the region while also fulfilling aesthetic criteria; - the manner of ensuring competition in the process of E-CS installation in terms of ensuring minimization of costs and maximizing revenues and taking into account the even distribution of E-CS construction providers and charging services providers in the region; - the method of ensuring free access of all users of EVs to all charging stations, irrespective of the energy operator or supplier; - the method of monitoring the implementation of the development plan and its adaptation to the current situation. Role of the municipalities Promotion, coordination, co-financing

Expected results The designed plan is the basis for the systematic E-CS localisation. Medium. The plan can be prepared by employees in municipal administrations or Estimated cost external contractors. Co-financement sources EU funds

Status of the activity /

Duration within 5 years

Start date November 2018

European Regional Development Fund

Report Pag. 175/217 End date January 2020

Area Goriška region Method of implementation and The plan shall be revised / updated every year if necessary. phases Impact on e-mobility in Systematic infrastructure planning, promotion, etc. the region Environmental impact Proper regional localisation of E-CSs

Economic impact Indirect impact

Benefits for the region Indirect impact

Transferability Activity is transferable at regional/national/transnational level.

Activity 2. Stimulating investments in e-charging infrastructure

Strategic objective Reach an adequate territorial coverage with E-CSs

Field of intervention Coverage of the area with E-CSs Description Slovenia will, according to the Alternative fuels strategy Action Plan, ensure that the number of charging stations will maintain in optimal ratio between the number of EVs and the number of charging stations, that is, seven vehicles per public charging station.

Promotion by municipalities can be done in several ways: preparation of regulations, funding, consulting, networking, etc. Role of the municipalities Promotion, coordination, co-financing

Expected results Optimisation of the number of public E-CS

Estimated cost High. Co-financing of 3,000 EUR per E-CS by Slovenia’s Eco Fund.

Co-financement sources EU funds, Eco Fund. Status of the activity Municipalities are involved in the installation of E-CSs. In order to achieve the goals of the Alternative fuels strategy Action Plan, higher investment will be required. Duration Over 5 years

Start date October 2018

End date December 2024

Area Goriška region Method of implementation and / phases European Regional Development Fund

Report Pag. 176/217 Impact on e-mobility in Higher territorial coverage of the region with E-CSs. the region Environmental impact Higher number of EVs and E-CS results in lower emissions.

Economic impact Impact on the increase in the production of EVs and charging stations. Benefits for the region Impact on the increase in the production of the automotive industry in the region. Increase in the number of jobs. Transferability Activity is transferable at regional/national/transnational level.

Activity 3. Strengthening communication between municipalities, private and public transport service providers and other stakeholders, other promotion Strategic objective Provide cooperation of key stakeholders Field of intervention Raising stakeholder awareness about social and environmental impacts using e-mobility and alternative means of transport. Description The effectiveness of e-mobility promotion is based on proper involvement of stakeholders. It is necessary to establish a new form of joint project planning, such as communication campaigns for the general public. Communication campaigns provide direct user feedback (for example, with questionnaires, target meetings, etc.). It makes sense to repeat the campaigns. In this way, progress can be monitored. Role of the municipalities Promotion, coordination

Expected results Increasing awareness also implies a higher impact of other activities of the action plan.

Estimated cost Low

Co-financement sources EU funds

Status of the activity Gradual implementation of activities in the scope of various projects.

Duration Over 5 years

Start date October 2018

End date December 2024

Area Goriška region Method of implementation and Communication campaign phases Impact on e-mobility in Higher awareness the region Environmental impact Indirect

Economic impact Indirect

European Regional Development Fund

Report Pag. 177/217 Benefits for the region Obtaining new information to facilitate the deployment of e-mobility.

Transferability Activity is transferable at regional/national/transnational level.

Activity 4. Defining parking regime

Strategic objective Integrating public and private transport

Field of intervention Increased number of EVs Description Determination of a parking regime favourable to electric vehicles: reserved parking spaces, priority parking spaces and regulated access, easy recharge, reduced parking fee etc. Role of the municipalities Promotion, management

Expected results Increased number of EVs

Estimated cost Low

Co-financement sources /

Status of the activity Not yet in implementation

Duration Within 5 years

Start date October 2018

End date December 2020

Area Goriška region Method of implementation and / phases Impact on e-mobility in Increased number of EVs the region Environmental impact Indirect

Economic impact Indirect

Benefits for the region Indirect

Transferability Activity is transferable at regional/national/transnational level.

Activity 5. Procurement of EVs for use in municipal administrations and other municipal public institutions.

European Regional Development Fund

Report Pag. 178/217 Strategic objective Provide cooperation of key stakeholders

Field of intervention Increased number of EVs Description Increase the proportion of EVs with adequate green public procurement (minimum requirement is 20% of clean vehicles in public fleets). Role of the municipalities Promotion, implementation

Expected results Increased number of EVs

Estimated cost High

Co-financement sources Eco Fund, up to 7,500 EUR per e-vehicle.

Status of the activity Certain municipal administrations already have e-vehicles in use.

Duration Over 5 years

Start date October 2018

End date December 2025

Area Goriška region Method of implementation and / phases Impact on e-mobility in Increased number of e-vehicles the region Environmental impact Higher number of EVs and E-CS results in lower emissions.

Economic impact The impact on the increase in the production of electric cars and charging stations. Benefits for the region Transfer good practice from public to private sector. Impact on the increase in the production of the automotive industry in the region. Increase in the number of jobs. Transferability Activity is transferable at regional/national/transnational level.

Activity 6. Ensuring the interoperability of services between providers of private and public transport Strategic objective Integrating public and private transport

Field of intervention Interoperability of systems for EVs Description Ensure interoperability of services between private and public transport providers. A single charging service and form of payment need to be introduced for the service. Establish multimodal connections. Role of the municipalities Promotion, coordination

European Regional Development Fund

Report Pag. 179/217 Expected results Uniform ID card / Unified charging system

Estimated cost Medium

Co-financement sources EU and national procurements Status of the activity Interoperability of services between private and public transport providers is not guaranteed. Duration Over 5 years

Start date October 2018

End date December 2024

Area Goriška region Method of implementation and / phases Impact on e-mobility in Establishment of multimodal connections with relation to charging stations for EVs. the region Environmental impact Centralisation of stop points (bus – private vehicle – bike – etc.).

Economic impact Infrastructure construction.

Benefits for the region Introduction of user-friendly services.

Transferability Activity is transferable at regional/national/transnational level.

Activity 7. Placement of E-CSs in low settlement areas

Strategic objective Reach an adequate territorial coverage with electric charging services

Field of intervention Coverage of the region with E-CSs Description Provide an adequate network of E-CSs in rural areas, however, due to lower consumption, lower interest of managers and charging service providers for investments in infrastructure is expected. The municipality, as a public entity, pursues the interest of local population and, consequently, the public interest in placing E-CSs in low settlement areas. Role of the municipalities Promotion, implementation

Expected results Provide adequate infrastructure in low settlement areas

Estimated cost High. Co-financing of E-CSs with 3,000 EUR per E-CS by Eco Fund.

Co-financement sources EU funds, Eco Fund Status of the activity There are practically no public E-CSs in the low settlement areas, with the exception of some private E-CSs. European Regional Development Fund

Report Pag. 180/217 Duration Over 5 years

Start date October 2018

End date December 2024

Area Goriška region Method of implementation and / phases Impact on e-mobility in Greater coverage of the area with charging stations the region Environmental impact Higher number of EVs and E-CS results in lower emissions.

Economic impact The impact on the increase in the production of EVs and charging stations. Benefits for the region Impact on the increase in the production of the automotive industry in the region. Increase in the number of jobs. Transferability Activity is transferable at regional/national/transnational level.

European Regional Development Fund

Report Pag. 181/217

Appendix 4: E-CS set-ups by location, specification, owner, operator in Gorenjska Region, 2018

No. MUNICIPALITY E LOCATION MICRO N SPECIFICATIO SYSTEM POWER POWER POWER SOCKETS PAYMENT TIME WORKING STATUS OWNER OPERATOR ROAMING APP WEBPAGE

-

CS

ZgornjeJezersko ZgornjeJezersko V Socket 2: Type2 (AC), power kW22 A), (32 voltage 400 possible. (AC),po Etrelmodel G6 7 charging the poweris halved 11kWto 62196Ty cable,which can beconnected to standard a socket (IEC plugin and charge; 22kW 22Kw freeof charge 24/7 ready useto GEK GEK interoperable; roamingno no Slovene/English in

1 1 2

-

fast charging fast possible.

wer 22 (32 kW A), voltage 400V

pe2Mode 3),2 cars, 1 bike; 2if cars are

-

fullsocket Mennekes

The user needs his owncharging

SocketType1: 2

-

fastcharging

2 KranjskaGora 1 Kolodvorska, 3.6 (16 kW A); voltage 230 Socket 3: voltage V 400 Socket 2: Type2 (AC), power kW22 A), (32 voltage V 400 Socket 1: Type2 (AC), power kW22 A), (32 Etrelmodel G6 7 is halved to 11kW cars, 1 bike; if cars 2 arecharging the power standard socket(IEC 62196Type2 Mode 3), 2 chargingcable, which can beconnected toa plugin and charge; 22kW 22kW 3 4 freeof charge 24/7 ready useto GEK GEK interoperable; roamingno no Slovene/English in

.

6kW

Industrial full 3 socket(AC); power

DvoranaVitranc 1B - -

fast chargingpossible. fast chargingpossible.

-

full

The user needs his own

socketMennekes

V

1 Triglavska cesta 49 voltage V 400 Socket 2: Type2 (AC), power kW22 A) (32 voltage V 400 Socket 1: Type2 (AC), power kW22 A), (32 Etrelmodel G6 7 cars, 1 bike. standard socket(IEC 62196Type2 Mode 3), 2 chargingcable, which can beconnected toa plugin and charge; 22kW 22kW 2 freeof charge 24/7 ready useto MunicipalityKranjska Gora GEK interoperable; no Slovene/English in

- -

no roamingno

fast fast chargingpossible.

-

fullsocket Mennekes

chargingpossible. The user needs his own

European Regional Development Fund

Report Pag. 182/217

1 Koroška ulica 18 voltage V 400 Socket 2: Type2 (AC), power kW22 A) (32 voltage V 400 Socket 1: Type2 (AC), power kW22 A), (32 Etrelmodel G6 7 cars, 1 bike. standard socket(IEC 62196Type2 Mode 3), 2 chargingcable, which can beconnected toa plugin and charge; 22kW 22kW 2 freeof charge 24/7 ready useto MunicipalityKranjska Gora GEK interoperable; roamingno no Sl in

ovene/English

- -

fast chargingpossible. fast chargingpossible.

-

fullsocket Mennekes

The user needs his own

Bled Bled AstoriaHotel Bled/Prešernovac. 3.6 (16 kW, A), voltage 230V Socket 2: householdsocket (AC), power possible. A), (20 voltage V 400 Socket 1: Type2 (AC), power 13.8kW vehicles th RFIDidentification (card) 13,8kW 3,6kW freeof charge 24.jul ready useto AstoriaHotel / no no Slovene in

3 6 2

e e reception,hotel free access forall

-

fast charging

-

available at

Ljubljanska7 parkinglot below Krim,hotel once 16A, when 11KW charging 2 v 22kW,7 full socket Manekes, 400V, EFACES 2x22 and Charge. socket(IEC 62196 Type2 Mode Plug 3) cablethat can be connected toa standard consumer the needshis owncharging 11kW 11kW freeof charge 24/7 ready useto / ElektroGorenjska GEK interoperable; roamingno Slovene in

2

ehiclesat

the the garage) n/a n/a n/a n/a n/a n/a n/a unknown n/a n/a n/a n/a n/a

Triglavskaroža Bled(in n/a

Balance n/a n/a unknown

HotelRikli

European Regional Development Fund

Report Pag. 183/217

GardenVillage Resort n/a n/a n/a n/a n/a n/a n/a n/a unknown n/a n/a n/a n/a n/a

Grajs three phase 32A, AC, 400V, MennekeshType 2 , to 22kW, Tesla 1 connector up reservation availableupon the 22kW freeof charge n/a n/a Tesla ? English

1

kacesta 18

Hotel TriglavHotel upcoming ? Petrol

Ribno Hotel upcoming ? Petrol

Kamp Kamp Bled upcoming ? Petrol

Jelovica Hotel upcoming 2 ? Petrol

rožaBled Triglavska upcoming ? Petrol

Bled'sicastle upcoming3 ? Petrol

n n Bled Kindregarte upcoming y Municipalit Petrol

servicestation Newpetrol upcoming Pe Petrol

trol

European Regional Development Fund

Report Pag. 184/217

servicestation Newpetrol upcoming Petrol Petrol

promenada Jezerska upcoming Petrol

Bohinj Ribčev Laz 48 each vehiclewill becharged at11 kW. If two vehicles charged are simultaneously, IEC 62196. and kW supports the internationalstandard socket Mennekes Type2,chargin Etrelmodel G6; 2 x high quality 7 freeaccess for all vehicles, 2 cars,1 bike charge, (IEC62196 Type2 Mode 3) which can beconnected to standard a socket Theuser needs his owncharging cable, 22kW 22kW freeof charge 24/7 ready useto GEK GEK interoperable; roamingno no Slovene in

4 1 2

- -

11kW 11kW

. . plug andin

g g 22to up

-

full

Preddvor Hrib 4a charged at11 kW. simultaneously,each vehiclewill be If two vehicles charged are standardIEC 62196. kW22 and supports the international socket Mennekes T Etrelmodel G6; 2 x high quality 7 freeaccess for all vehicles, 2 cars,1 bike in andcharge, socket(IEC 62196 which can beconnected to standard a Theuser needs his owncharging cable, 22kW 22Kw freeof charge 24.jul ready useto GEK GEK interoperable; roamingno no Slovene/English in

5 1 2

Type2 Mode 3). plug

ype2,charging toup

-

full

Kranj Primskovo StanetaCesta Žagarja, TCMerkur, charged at1 simultaneously,each vehiclewill be If two vehicles charged are standardIEC 62196. kW22 and supports the international socket Mennekes Type2,charging toup Etrelmodel G6 access forall vehicles IdentityRFID is neededfor charging, free 22kW 22kW freeof charge 24/7 ready useto GEK GEK interoperable, roamingno no Slovene/ in English

6 2 2

1 1 kW.

2 2 x high quality 7

-

full

European Regional Development Fund

Report Pag. 185/217

22 LaboreA1 Remont,Ljubljanska cesta charged at11 kW. simultaneously,each vehiclewill be If two vehicles charged are standardIEC 62196. to 22 kW supports and the international socket Mennekes Type2,charging up Etrelmodel G6 62196Type2 Mode 3). connected standard a to socket (IEC owncharging cable, which can be plugin and charge. The user nee IdentityRFID is neededfor charging 22kW 22kW freeof charge 24/7 ready useto GEK GEK interoperable, roamingno no Slovene/ in English

2

2 2 x high quality

7

dshis

-

full

PetrolA2/E61 Voklo, East, Gasilska c. A), (63 voltage V 400 Socket 3: Type2 plug on cable the (AC), A),(125 voltage500 V Socket 2: Combo,plug on cable the (DC), power45 kW (125 kW A), voltage 500 V Socket 1: onlycars IdentityRFID is neededfor charging, freeaccess for 45kW 45kW 43kW upon payment 24/7 ready useto Petrol Petrol interoperableand inroaming system no Slovene/ in English

7 3

Chademo, plug theon cable (DC), power45

-

-

express charging possible.

expresscharging possible.

-

express charging possible.

power43 k

W

Senčur Petro possible. (63 kW A), voltage V 400 Socket 3 possible. kW45 (125 A), voltage 500V Socket 2: Combo,plug on cable the (DC), power possible. kW45 (125 A), voltage 500V Socket 1: Chademo, plug theon cable (DC), power foronly cars IdentityRFID is neededfor charging, freeaccess, 45kW 45kW 43kW upon payment 24/7 ready useto Petrol Petrol interoperableand inroaming sys yes Slovene in

3 3

l A2/E61 l Voklo, West, Gasilska c.

: : Type2 plug on cable the (AC),

-

express charging

- -

express charging express charging

tem

power43

Elementaryschool charging fast possible. kW22 (32 A), voltage400 V Socket 2: Type2 (AC), power charging fast possible. kW22 (32 A), voltage400 V Socket 1: Type2 (AC), power vehicles charging,free acce IdentityRFID is neededfor 22kW 22kW freeof charge reservation closed, useupon the redyto Petrol Petrol system interoperableand inroaming yes Slovene in

2

use

ss,all

- -

European Regional Development Fund

Report Pag. 186/217

OMV,North A2/E61, Ljubljanska c. charging possib kW43 (63 A), voltage400 V Socket 3: Type2 plug on cable the (AC), charging possible. power45 (125 kW A), voltage V 500 Socket 2: Combo,plug on cable the (DC), charging possible. power45 (12 kW Socket 1: Chademo, plug theon cable (DC), access foronly cars IdentityRFID is neededfor charging, free 45kW 45kW 43kW upon payment 24/7 ready useto Petrol Petrol interoperableand inroaming system yes Slovene in

8 3

le.

5A), voltage V 500

-

express

- -

express express

power

Radovljica OMV,South, A2/E61, Ljubljanskac. express charging possible. power43 (63 kW A), vol Socket 3: Type2 plug on cable the (AC), express charging possible. power45 (125 kW A), voltage V 500 Socket 2: Combo,plug on cable the (DC), express charging possible. power45 (125 kW A), voltage V 500 Socket 1: Chademo, plu access foronly cars IdentityRFID is neededfor charging, free 45kW 45kW 43kW upon payment 24/7 ready useto Petrol Petrol interoperableand inroaming system no Slovene in

5 3

g g theon cable (DC),

tage 400V

-

- -

Kopališkacesta 9, Camp Radovlji charging possible. (63 11kW A), voltage 400V Socket 2: Type2 socket (AC), power3.68 kW,(16 A), voltage 230 V Socket 1: householdsocket (AC), vehiclesall plugin and charge, undefined access, 3,6kW 11kW freeof charge 24/7 unknown / / no no Slovene in

2

-

fast

power

ca

HraškaCesta, Lesce, possible. V 400 (25 17kW A), voltage socket Socket 2: Type2 vehiclesall neededfor charging, IdentityRFID is 17kW datano unknown unknown ASPRenault / no no Slove in

1

-

(AC),

fastcharging ne

power

European Regional Development Fund

Report Pag. 187/217

Podnart, Cultural home Kulturni = dom 3.68kW, (16 A), voltage V 230 Socket 2: householdsocket (AC), power possible. A), (16 voltage V 400 Socket 1: Type2 socket plugin and charge, all vehicles,free access 1 3,6kW freeof charge 24/7 unknown KSPodnart / no no Slovene in

2

1kW

-

fastcharging

(AC),

power kW11

CerkljeGorenjskem na Pučnika(Ljubljana), floor 1 Zgornji Brnik,Airport Jožeta V power7.4 kW (32 A), voltage 230 Socket 2: Type2 socket V power7.4 kW (32 A), voltage 230 Socket 1: Type2 socket has to borrowID card vehicles;all theon 1stfoor user charging, access upon payment, IdentityRFID 7,4kW 7,4kW freeof charge 24/7 unknown Aerodrom Brnik Aerodrom Brnik n.a. no Slovene in

9 1 2

- -

fast fast charging possible. fast charging possible.

is is neededfor

(AC), (AC),

Poljane GorenjaVas no Slo in

10

vene

Škofja Loka trg 7 Parkinglot Transturist, Kapucinski 400V;16A vehicles thepowere devidesto 11kW; standardIEC 62196. Charging2 and kW supports the international Mennekes Type2,charging toup 22 2 x highquality 7 Mode3) standard socket(IEC 62196Type2 cable,which can beconnected to a Theuser needs his owncharging andPlug Cha 22kW 22kW freeof charge 24/7 ready useto GEK GEK interoperable no Slovene in

11 1 2

rge

-

fullsocket

Gorje no Slovene in

12

European Regional Development Fund

Report Pag. 188/217

Jese ulica13 Gorenjskisonček Parkiriščev stanovanjski soseski A),voltage Socket 2: Type2 (AC), power kW22 (32 A),voltage 400V Socket 1: Type2 (AC), power kW22 (32 Etrelmodel G6 7 poweris halvened 11kW,to 2 cars 1 bike access;when 2 cars are charging the socket(IEC 62196 Type2 Mode Free 3). which can beconnected to standard a Theuser needs his owncharging cable, 22kW 22kW freeof charge 24/ redyto ElektroLjubljana GEK interoperable, roamingno no Slovene in

13 1 2

7

nice

use

400V

-

- - -

fullsocket Mennekes

Hrenovica Skladiščna , fastcharging possible. fastcharging possible.

Naklo Polica,farm Poličar A),voltage 230V (AC),power 3.6 kW,(16 Socket 2: householdsocket A),voltage 230V (AC),power 3.6 kW,(16 Socket 1: householdsocket vehicles,all free access plugin and charge, 3,6kW 3,6kW freeof charge 6am unknown / ElektroGorenjska no no Slovene in

14 1 2

-

10pm

Tržič no Slovene in

15

Železniki Nakresu 25 11.04 kW (16A), power voltage V 400 (Mennekes) 7 necessary) (activation not charge plugin and 11kW freeof charge 24/7 re Municipality ? no no Slovene in

16 1 1

-

dy tody

fullsocket

use

Žirovnica Breznica IEC 62196 InternationalStandard to 22 kW supports and socketfor charging up Mennekes2x Type 2 ETRELGen2 Socket vehicles,all free access plugin and charge, 22kW 22kW freeof cha 24/7 redyto GEK GEK no interoperableroaming no Slovene in

17 1 2

use

rge

Žiri no Slovene in

18

Total no Slovene in

2

8

Source: BSC, Ltd, Kranj, 2018

European Regional Development Fund

Report Pag. 189/217 Appendix 5: Arrivals and tourists night stays by: country, municipality, measurements and months (Gorenjska region)

European Regional Development Fund

Report Pag. 190/217 Appendix 6: Domestic arrivals and tourist overnight stays by: country, municipality, measure, month (Gorenjska Region)

European Regional Development Fund

Report Pag. 191/217 Appendix 7: Arrivals and tourist overnight stays from abroad by: municipality, country, measurement, and months (Gorenjska Region)

European Regional Development Fund

Report Pag. 192/217

European Regional Development Fund

Report Pag. 193/217

European Regional Development Fund

Report Pag. 194/217

European Regional Development Fund

Report Pag. 195/217

European Regional Development Fund

Report Pag. 196/217

European Regional Development Fund

Report Pag. 197/217

European Regional Development Fund

Report Pag. 198/217

European Regional Development Fund

Report Pag. 199/217

European Regional Development Fund

Report Pag. 200/217

European Regional Development Fund

Report Pag. 201/217

European Regional Development Fund

Report Pag. 202/217

European Regional Development Fund

Report Pag. 203/217

European Regional Development Fund

Report Pag. 204/217

European Regional Development Fund

Report Pag. 205/217

European Regional Development Fund

Report Pag. 206/217

European Regional Development Fund

Report Pag. 207/217

European Regional Development Fund

Report Pag. 208/217

European Regional Development Fund

Report Pag. 209/217

European Regional Development Fund

Report Pag. 210/217

European Regional Development Fund

Report Pag. 211/217

European Regional Development Fund

Report Pag. 212/217

European Regional Development Fund

Report Pag. 213/217

European Regional Development Fund

Report Pag. 214/217

European Regional Development Fund

Report Pag. 215/217

European Regional Development Fund

Report Pag. 216/217

European Regional Development Fund

Report Pag. 217/217 GLOSSARY

AC Alternating current ADAC Allgemeiner Deutscher Automobilclub e.V., German automobile club association AFID Alternative fuels infrastructure Directive (2014/94/EU) BEV Battery Electric Vehicle CCS Combo Combined charging system CHAdeMO Charge de MOve CHF Swiss Frank CEN Comité européen de normalisation, European committee for standardisation CENELEC Comité européen de normalisation électrotechnique, European Committee for Electrotechnical Standardization CNR Compagnie nationale du Rhône (French energy supplier) COM Text issued by the European Commission COP Conference of Parties DC Direct current DIN Deutsches Institut für Normung, German Institute for standardisation € Euro (currency) EC European Commission E-CS Electric Vehicle Charging Station EN European norm EP European Parliament EU European Union EV Electric Vehicle, here: Battery Electric Vehicle FCEV Fuel Cell Electric Vehicle GOFAST Gotthard Fast Charge ICCT International Council on clean transport ICE Internal combustion engine ID Identifier IEC International Electro-technical Commission kW Kilowatt NF Norme française, French norm NGO Non-governmental organisation PA Public authority PHEV Plug-In Hybrid Electric Vehicle PNIRE Piano nazionale infrastrutturale per la ricarica dei veicoli alimentati ad energia elettrica, National infrastructural plan for the recharging of EVs R&D Research and Development

This project is co-financed by the European Union via Interreg Alpine Space. The content of this publication is the sole responsibility of the e-MOTICON Partnership and does not reflect the official opinion of the European Union.

European Regional Development Fund